HRP20040247A2 - Method for the continuous laying of a rail on a rigid track, in addition to an alignment device and a rigid track - Google Patents

Abstract

The invention relates to a method for the continuous laying of a rail (4,4') on a rigid track, in particular consisting of precast concrete components (1). According to said method, the rail (4,4') is positioned in a channel (3,3') of the rigid track and is fixed by said channel (3,3') being filled. The inventive method is characterised in that chamber filler blocks (30) are located at the sides of the rail (4,4') and the gap (32) between the chamber filler blocks (30) and the sides (34) of the channel is filled with a grouting mortar.

Description

The proposed invention relates to a process for continuous laying of a rail on a solid train track made of concrete slabs, especially from concrete prefabricated parts, whereby the rail is located in the channel of the concrete slab and is then fixed by pouring the channel, as well as on a corresponding solid train track made of concrete plates.

Solid carriageways are known, which are produced from concrete prefabricated parts or from concrete beams. A special form of execution of such solid carriageways consists in the fact that there is a channel on the upper side of the concrete slab. The rail goes through that channel. For maximum fixing of the rail in the channel, the rail is poured in the channel with an elastic means for watering. Such a system is known as infundo.

A disadvantage in the state of the art is that in several application cases, the rail is fixed in a channel with fasteners before the rail is poured. Together with the rail, the fasteners are also poured, also when they are no longer needed due to the maintenance of the position of the rail due to the pouring mass. When driving a rail vehicle on rails, especially at high speeds, these watered fastening means have negative consequences. In these places, the oscillation of the rails is adversely affected, which worsens the comfort of riding in a rail vehicle, as well as the wear and tear of the rails.

When used in public city traffic, it is especially important that, especially in areas where trams and streets cross, undisturbed traffic can be quickly freed up again after construction interventions. At the same time, the solutions known so far always consist of carriageways with concrete beams in which the rails are laid. Also, the production of slabs with concrete beams, as well as the previously applied method of fixing the rails inside the slabs with concrete beams, prolong the time until traffic can be re-established. The task of the proposed invention is therefore to improve the comfort of driving and the wear and tear of solid train tracks with suitable measures, as well as to provide the possibility of particularly fast production of solid train tracks, especially in the field of urban traffic.

This task is solved with features of independent patent claims.

With the procedure for continuous laying of rails on a solid track, especially from concrete prefabricated parts, the rails are placed in the channel of the solid track and secured by filling the channel. To the side of the rail there are chamber filling blocks and the space between the chamber filling blocks and the channel walls is filled with grout. The chamber filler blocks are preferably used together with the rail in the rail channel of the prefabricated panel. The blocks for filling the chamber and thus the rail are tightened with a grouting mortar. Contrary to the use of concrete beams, this procedure enables faster construction progress, and this means that when using this system, for example, the crossing area can be built in one day, so that traffic can take place on that carriageway the very next day. In cases of repairs, this has a great advantage. This combines the advantages of a solution with prefabricated parts and the continuous laying of rails. The channels can be placed on the board or they can be integrated into the board.

If the rail and/or chamber filling blocks are adjusted with an adjustment device, especially a wedge, within the channel to obtain the correct position of the track, then the track can be locked very quickly and easily. The rails can be fixed in the desired position by means of an adjustment device, especially the pins, until the final permanent fixing with a grout that gives sufficient strength. The fixture can remain in the canal and be watered firmly or/ if the area of the fixture must be left out of the watering, then it is removed from the canal. The free space in which the setting device was previously located can then be filled with grout.

In order to obtain a particularly high strength of the rail bearing, it can be envisaged that the rail is additionally fixed with the chamber filling blocks using the usual rail fasteners and then fixed with a grouting mortar. In this case, softer blocks can be made to fill the chamber, because they are not solely responsible for the correct bearing of the rail. In this case, the chamber filling blocks can be optimally designed, for example according to sound attenuation criteria.

In order to achieve a particularly good tightening of the rails, it is useful to fill the space between the filling blocks of the chamber and the walls of the channel with a pouring mortar made of swelling concrete. With such swelling concrete, the blocks for filling the chamber are pressed between the rails and the channel walls. The elasticity of the chamber filling blocks causes a particularly strong clamping of the rails, because as the concrete swells, the chamber filling blocks are pressed against the rail.

As is known in the field of high heights with solid railway tracks, here according to the invention it is advantageously proposed that here also the concrete precast slabs used for traffic on rails are aligned in the vertical and horizontal directions and that they are finally poured with a pouring compound , especially with bituminous cement mortar. This enables permanent fastening in the exact position of the rails. This makes it especially possible to drive a tram, for example, more calmly and thus also quieter.

In order to obtain a particularly high accuracy of the individual panels to each other as well as the individual rails one behind the other, it is useful to periodically connect several concrete precast panels to each other in the longitudinal direction. This connection is made, for example, so that steel threads protrude from the ends of the plates, which are connected to tension keys. Then, or before connecting, the gap between the prefabricated panels is poured with concrete. With the connected prefabricated panels, a particularly smooth ride of the rail vehicle is achieved. Substrate joints under individual prefabricated slabs affect rail traffic significantly less than when slabs are laid individually.

Especially when the solid carriageway is located in the area of the tracks at the street crossing, it is useful to cover the precast concrete slab with poured asphalt. This reduces traffic noise at the intersection.

In the case of a solid train track according to the invention made of concrete slabs, which are made in a particularly favorable way as a concrete prefabricated part, the slab for continuous laying of the rail has a channel in which the rail is located. To the side of the rail, there are blocks for filling the chamber and the space between the filling blocks and the walls of the channel is filled with mortar for watering. This achieves an accurate and permanent setting of the rail on the concrete precast slab.

To obtain the exact position of the track, the rails and/or the filling blocks of the chamber are preferably adjusted with an adjustment device, especially with the wedges inside the channel. The wedges are used for pre-fixing the rail in a predetermined position. In this position, the rail is then fixed permanently with grout. The rail can be additionally secured with common rail fasteners. These conventional rail fixtures, which conventionally tighten the rail leg to the bottom of the channel, if necessary with an elastic interlayer, are primarily secured only when the adjuster device holds the rails in a predetermined position.

If the space between the chamber filling blocks and the channel walls is filled with a grout made of swelling concrete, then a particularly advantageous fastening of the chamber filling blocks inside the channel is obtained. At the same time, the blocks for filling the chamber are pressed against the rails, and this results in excellent sound attenuation when the vehicle passes.

It is advantageous to align the precast concrete slab vertically and horizontally, and for permanent fixing of the precast concrete slab, underlay it with a grout, especially with bituminous cement mortar. If several precast concrete slabs are temporarily connected in the longitudinal direction, then a very permanent and stable solid track is obtained, also for traffic on rail joints.

If the precast concrete slab is covered with asphalt for pouring, then the crossing area can be done very quickly and preferably flush with the ground. In addition, this allows the precast concrete slab to be used for non-rail vehicles as well. Here, a favorable roadway has been created especially for the use of rescue vehicles. If the walls of the channel, facing the intermediate space and/or the chamber filling blocks, are beveled in relation to the vertical axis of the rail, then possible falling out of the chamber filling blocks is prevented. This results in a mostly trapezoidal cross-section of the channels and/or blocks for filling the chamber. The eventual falling out of the chamber filling blocks from the channel is prevented, because with the beveling of the walls, back cuts are obtained in which the chamber filling blocks are serrated.

In order to obtain a good operation of the wedge of the adjustment device, it is useful that in the area of the wedge, the walls of the channel, facing the intermediate space or the filling blocks of the chamber, are mostly parallel to the vertical axis of the rail. In this way, the wedge can be reliably fixed and the rail can be poured into the channel without changing its position.

In order for the concrete precast slab to be optimally adjusted in the vertical and/or horizontal direction, it is intended that the concrete precast slab contains spindles. With these mandrels, the precast concrete slab is leveled and then poured for permanent fixing.

In particular, when the proposed invention is used in the field of urban rail traffic, it is useful for the rails to be rails with a groove, which are commonly used for tram lines.

If the distance from the top edge of the rails to the top edge of the panel is approximately 5 cm, when the panel is to be covered, then the top edge of the covering layer can go flush with the top edge of the rail. In particular, if the cover is a layer of cast asphalt, a cover layer thickness of approximately 5 cm is usually sufficient. If the panel is not covered, then it is useful that the upper edge of the rails goes in the same plane. This enables almost straight and silent cross traffic.

In particular, if covered and uncovered panels must be combined, it is especially advantageous if the panel in the version with the cover, including the cover, has the same thickness as the panel for the version without the cover. In this way, the same substrate can be prepared on which both types of panels can be placed.

If the blocks for filling the chamber are made of elastic, especially of rubber granulate, then a particularly advantageous tightening of the rail is obtained by means of concrete for pouring, especially if it is made of concrete that swells.

If the panel is made rectangular or trapezoidal, then the panels can be used for the area of the bend or the area of the straight street. With the trapezoidal construction of the slab, it is possible to very easily lay the rails inside the bend sections, especially when the slabs for such applications are made shorter than those for the straight part of the road. In a special embodiment of the proposed invention, which is of course inventive, it is provided that the solid driving track includes prefabricated frames consisting of longitudinal and transverse beams.

At the same time, the longitudinal beams are connected to the transverse ones, whereby the transverse beams mainly have the function of adjusting two longitudinal beams. All in all, a stable track is obtained, which can be manufactured as prefabricated and only needs to be adjusted and assembled at the construction site. The prefabricated frame is lighter than the prefabricated panel and therefore it is even easier to lay. With a large space between the individual transverse beams, for example, a foundation for a carriageway can be made very easily. It is also particularly useful for internal city traffic.

In such a version of the concrete prefabricated parts, the rails are laid on or in the longitudinal beams. At the same time, the longitudinal beams can be made so that they have one channel in which the rail is fixed. Alternatively, provision can be made for the rails to be fixed to the longitudinal beams in the usual way by means of rail fixings in abutments or continuously.

For the alignment of prefabricated frames, it is particularly advantageous if spindles are placed in the stably made longitudinal beams. The spindles are used to move the longitudinal beams, and thus the prefabricated frames, to a predetermined position. At the end, the longitudinal beams are poured with a pouring compound, especially with bituminous cement mortar for permanent fixing of prefabricated frames.

The solid train track preferably has a recess in the channel area generally transverse to the longitudinal direction of the solid train track. At least one adjustment device, or one part of it, is accepted in the recess, at least temporarily. Additionally or alternatively, the indentation serves to create or insert a channel for draining rainwater, which collects between two parallel protrusions, i.e. channels of a solid carriageway.

Also, if the solid running track is used for conventional rail fastening, then the depression serves to form a channel for the drainage of water and this is therefore also particularly advantageous and inventive. The solid track can thus be used in an extremely flexible manner.

It is advantageous for the channel to be located mainly on the surface of the concrete slab. This facilitates production and enables the creation of a relatively thin concrete slab, which can be produced at a favorable price and can be transported, as it is light in weight.

If the depression in the channel reaches at least the surface of the slab, then it is possible that the rainwater, which collects on the surface of the slab between the channels, can flow out in its entirety. If the indentation on the slab surface extends across the entire width of the slab and if advantageously also continues to the slab surface, then rainwater collects in the indentation and drains through the indentation away from the solid carriageway.

The slope of the recess, facing the slab, additionally supports the drainage of rainwater.

Particularly favorable is a firm train track, where the rail is maximally watered in the channel. This means that the rail has a particularly high strength on a firm track and is additionally sound-insulated with an elastic potting compound.

The indentation, which on the one hand can be used to accept the device for adjustment, and on the other hand as a drainage channel, can, with the appropriate construction, additionally serve as the desired point of breaking the plate for the defined formation of cracks. At the same time, the indentation, which reaches across the channel all the way to the surface of the panel, can make cracks exactly in those places. These defined cracks can be easily and reliably monitored regarding the condition of the board. If the crack formation is too severe, then under certain circumstances the appropriate panel must be evaluated and replaced.

Further advantages of the invention are described in the following exemplary embodiments. Thereby

figure 1 shows a solid track with a channel located on the surface of the plate,

Figure 2 shows a solid carriageway with a channel integrated into the concrete slab,

Figure 3 shows a rigid running track with an adjustment device that engages from above,

Figure 4 shows a detail from Figure 3,

figure 5 shows a rigid running track with a positioning device that engages under the rail,

Figure 6 shows a detail from Figure 5,

figure 7 shows a concrete precast slab seen in perspective,

Figure 8 shows a detail of the rail fastening,

Figure 9 shows a perspective view of the concrete precast slab with cover,

figure 10 shows a concrete precast slab without cover seen in perspective,

Figure 11 shows the concrete precast frames seen in perspective,

Figure 12 shows further concrete precast frames seen in perspective.

Figure 1 shows a perspective view of a solid train track consisting of concrete prefabricated panels 1 lined up next to each other. Prefabricated plate 1 consists mainly of a plate with a maximally rectangular cross-section, on which the protrusion 2 continues. All protrusions 2 form in each case a channel 3, in which the rail 4 is laid. Prefabricated plates 1 are laid, for example, on a hydraulically connected bearing layer and are fixed in their position, for example, by spindles not shown. Next, the prefabricated panel 1 is poured with the casting mass, which is placed by means of the opening 6 between the prefabricated panels 1 and the hydraulically connected supporting layer. The individual prefabricated panels 1 placed next to each other can be unconnected or they can also be interconnected in a known manner. In the longitudinal direction of the prefabricated panels, there are protrusions 2 that form a channel 3. Two rails 4.4', which form a track for rail vehicles, run parallel to each other at a predetermined and defined distance. The rails 4, 4', which are in each case located in the channel 3, are filled in each case with an elastic mass 5 for pouring in the channel 3 and thus become permanently fixed. It goes without saying that rails other than those shown here can be used in the same way.

Figure 2 shows a further version of the prefabricated panel 1. The prefabricated panel 1, which is again mostly rectangular in cross-section, has notches that run parallel, which in turn also form a channel 3. Laying of the prefabricated panels 1 is done in the same way as described for Figure 1. The advantage of this type of prefabricated panel 1 is, for example, that it can be used for railroad crossings, because it can be driven over the track and the track bed transversely to the direction of the track.

Figure 3 shows the prefabricated panel 1 from Figure 1. The protrusion and thus the channel 3 goes above the individual prefabricated panel 1.

The channels 3, that is, the protrusions 2, have recesses 7 at regular intervals, which run transversely to the longitudinal direction of the protrusions 2 and channel 3. The recesses 7 of the channel 3 correspond to the recesses 7 of the parallel channel 3'. An adjustment device 8 is placed in the recesses 7, which connects and thereby secures the two parallel rails 4,4'.

The adjusting device 8 consists of two clamping devices 10, as well as a connecting device 11, which interconnects two tensioning devices 10. In the area of one end of the adjusting device 8, that is, in the area of the rail 4,4', one is provided in each case device 12 for height adjustment. With the height adjustment device 12, the rails 4.4' can be aligned vertically. In the proposed embodiment, the device 12 for adjusting the height consists of a spindle that rests on the bottom of the recess 7 and thus influences and fixes the height of the rail 4,4'.

When the adjusting device 8 is mounted and the rails 4, 4' have been adjusted, the channel 3 can be filled with the elastic mass 5 for watering. The area of the adjusting device 8 remains primarily recessed, so that the adjusting device 8 can be removed again when the casting compound 5 hardens sufficiently. The setting and holding of the rail 4 at that moment is already taken over by the watering mass 5, so that the setting device 8 is no longer needed. When the adjusting device 8 is removed, the area in which the adjusting device 8 was previously located can be filled in the channel 3 with the potting mass 5, so that the rail 4, 4' is completely immersed in the potting mass 5, without remaining the adjustment device 8 or its part does not interfere with the homogeneous oscillation of the rails 4,4' when the vehicle is crossed over the rails. The adjustment devices 8 are preferably placed at regular intervals, for example at intervals of 3 m in each case. This enables sufficiently good adjustment of the 4.4' rails.

Figure 4 shows the adjustment device 8 in the area of the traction device 10 in detail. The adjustment device 8 with its tensioning device 10 grips the rail 4. The rail 4 consists of the rail foot 20, the rail segment 21 as well as the rail head 22. In the proposed embodiment, the clamping device 10 grips the rail 4 on the side of the rail head 22 and tightens the head rails 22 and/or rail segment 21, whereby the clamp 13 presses the rail 4 towards the stop 14. The tension force is obtained by means of the screw 15, which moves the clamp 13 in the direction towards the stop 14. With the maximum or complete release of the screw, the clamp 13 can be completely removed from the adjusting device 8, so that, for example, in an inclined position of the adjusting device 8, the adjusting device 8 can be removed from the partially filled rail 4.

Height adjustment with device 8 is performed using height adjustment device 12, which in the proposed embodiment is a spindle. By turning the spindle in relation to the connecting device 11, the adjusting device 8 and thus the rail 4 are adjusted vertically. In doing so, the spindle 12 rests on the bottom of the recess 7.

Alternatively, it is also possible that the device 12 for adjusting the height rests on the upper side of the projection 1 or also on the prefabricated plate 1. In this case, the recess 7 can be omitted. However, under certain circumstances it is still necessary that the stop 14 is also movable, so that it is possible to release the adjusting device 8 from the partially filled rail 4.

Figure 5 shows a further prefabricated panel 1. With this prefabricated panel 1, there are again protrusions 2 on the surface of the panel, which in each case form one channel 3. In the prefabricated panel 1 of this embodiment, the recess 7 extends to the area of the surface of the prefabricated panel 1 The adjustment device 8 goes in this embodiment under the rails 4, 4' in the area of the prefabricated panel 1. When pouring the channel 3, the recesses 7 can remain at least partially open, so that the rainwater, which collects between the two inner protrusions 2, can flow out through these openings. In this way, at the same time as other advantages, a particularly simple removal of water from the solid carriageway is possible.

Figure 6 shows in detail the adjustment device 8 of the embodiment from Figure 5. The adjustment device has a tensioning device 10, which tightens the rail on the side of the rail leg 20. Also, as in the previous embodiment, the tensioning device 10 has a limiter 14 as well as a clamp 13. Using the screw 15, the clamp 13 is brought to the tightening position, that is, to the unloading position. The horizontal distance of the rails 4.4' is obtained by firmly connecting the connecting device 11 to the stop 14. This always results in an equal distance between the rails 4.4'. Height adjustment is done with height adjustment device 12, which is again a spindle or screw. The height adjustment device 12 rests on the bottom of the recess 7 and its height can be changed by turning. Under certain circumstances, it is necessary that the connecting device 11 or the stop 14, located on the adjustment device 8, can be at least partially released or moved to allow the removal of the adjustment device 8 from the partially cast rail 4. In the proposed embodiment, the recess 7 reaches all the way into the prefabricated panel 1. In a particularly advantageous embodiment of the invention, it is thus possible for the recess 7 to be simultaneously provided as a water drainage channel, whereby, when watering the area of the installation device 8 in the channel 3, the opening of the recess 7 below is left free rail 4, that is, channel 3. This can be done, for example, by inserting a pipe before watering the setting area 8, or by removing the mass again from the recess 7 in the area under rail 4 after watering.

The recess 7, which protrudes all the way into the area of the prefabricated panel 1, further acts as a desired point of failure of the prefabricated panel 1. In the area of the recess 7, the formation of cracks can be precisely monitored, so that the state of construction of the prefabricated panel 1 can be determined quickly and easily at any time and therefore at a good price.

Figure 7 shows the concrete precast slab 1 in perspective. In the concrete prefabricated panel 1, there are channels 3 and 3', in which the rails 4, which are not shown here, are fixed. The concrete prefabricated slab 1 has openings 6 that can be filled with a pouring mass, in particular with bituminous cement mortar for pouring the prefabricated slab 1. The pouring of the prefabricated slab 1 is done after the installation of the prefabricated slab 1 by means of spindles 18, which are distributed in several places on the slab 1, in the vertical and/or horizontal direction. By submerging plate 1, plate 1 is permanently fixed in its previously determined position. Several plates 1 can be connected to each other/ whereby the steel threads 19 protruding from the front surfaces of the plates 1 are connected to each other and they are tightened. In addition, this is a connection procedure that is common with solid rolling stock for high-speed rail traffic. With the proposed invention, this technique can also be applied to traffic on rails, especially trams in city traffic.

The channels 3,3' are made so that the rails 4 can be optimally fixed. For this purpose, the usual fixings 23 for the rails are provided, which fix the rails in the usual way preferably at a distance of approximately 3 m on the plate l. The channel walls have alternating recesses 25 and wedge-shaped surfaces 26. The recesses 25 serve, as will be described later, to fix the blocks for filling the chambers placed inside the channel. The back cuts of the recesses 25 prevent the gradual falling out of the blocks for filling the chamber from the channel 3,3'. On the wedge-shaped surfaces 26, the adjustment device continues, especially the wedges that are used for the preliminary fixing of the rail. When the rail is permanently fixed, these pins can be removed again and the empty space can be filled with potting compound as needed.

Figure 8 shows the rail fixture in detail. The jaw rail 4 is located inside the channel 3 of the prefabricated panel 1. Under the leg of the rail 20, an elastic base 24 is provided on which the rail 4 is permanently laid. The rail leg 20 is engaged by conventional rail fasteners 23 and secures the rail 4 generally in its desired position, as well as in the vertical and horizontal directions. Rail fasteners 23 are anchored inside panel 1.

On the side of the rail segment 21, there are blocks 30 for filling the chamber. The blocks 30 for filling the chamber are usually used together with the rail 4 in the channel 3. In order to achieve the fixing of the rail 4 between the fixing of the rail 23, wedges 31 are provided, which rest on one side on the wedge-shaped surfaces 26 of the channel, and on the other side on the wall 33 blocks 30 for filling the chamber. The wall 33 is placed at an angle in relation to the vertical axis of the rails 4, i.e. the wedge-shaped surface 26, so that the wedge 21 can firmly squeeze the blocks 30 for filling the chamber inside the channel 3. Between the blocks 30 for filling the chamber and the walls 34 of the channel 3, especially the recesses 25 within the walls 34 there is an intermediate space 32, which is filled with a mass not shown. This mass, which is produced from a special concrete that swells, completely fills the intermediate space 32. By swelling, the elastic blocks 30 for filling the chamber are conveniently pressed together and thus cause a reliable fastening of the rail 4 inside the channel 3. In addition, optimal noise isolation from the rails is created. When the swollen concrete hardens, the pins 31 can be removed, because they no longer have any function. The resulting empty space can also be filled. With the back cut of the recess 25 and also with the inclined wall 33 of the chamber filling blocks 30, a wedge action is achieved on the chamber filling blocks 30, which reliably prevents the chamber filling blocks 30 from falling out of the channel 3.

Figure 9 shows a perspective view of a concrete precast slab with a cover. The concrete precast plate 1 is made so that it can accept the cover 36. The upper edge of the cover 36 is generally connected to the upper edge of the rail 4. This creates a flat transition which is especially necessary when cutting at intersections. The cover 36 consists in many cases of asphalt for watering, so that it can also be placed on the prefabricated panel 1 during road traffic.

Figure 10 shows the prefabricated panel 1 without cover in perspective. In comparison with the prefabricated panel from Figure 9, it can be seen that this prefabricated panel without a cover is made thicker than the prefabricated panel 1 with a cover. Because of this, the base on both types of boards can be made at the same level and the two types of boards can be combined without further alignment of the base.

Figure 11 shows in perspective the concrete prefabricated frames 38. The concrete prefabricated frames 38 consist of two longitudinal beams 38 and four transverse beams 39. There are rails 4,4' on the longitudinal beams 38. Fixing of rails 4,4' is done with usual fixings for rails 23, which are located on supports. The precast concrete frame 37, as shown in Figure 11, has a particular advantage in terms of weight, and thus processing. Between the longitudinal beams 38, for example, a green area can also be provided, which is why the use of such concrete prefabricated frames 37 is particularly advantageous in urban rail traffic. In order to obtain a temporary green surface or a different cover between the longitudinal beams 38, the height of the transverse beam 39 is made smaller than the height of the longitudinal beam 38. The adjustment of the prefabricated frame 37 is done by means of spindles 18, which are integrated into the longitudinal beams 38 of the prefabricated frame 37. Thus it is possible to adjust the prefabricated frame 37 in a horizontal and vertical direction in a similar way as with prefabricated panels.

Figure 12 shows further concrete precast frames in perspective. Here, the rails 4,4' are not located on the longitudinal beams 38, but in the channels 3,3' of the longitudinal beams 38. The fixing of the rails 4,4' in the channels 3,3' can be done in the previously described way or also in the usual way. At the same time, the fastening of the rails 4,4' can be made continuous or discontinuous and standing or hanging. The upper edge of the rails 4.4' is advantageously connected to the upper edge of the longitudinal beam 38. The upper edge of the longitudinal beam 38 can in any case also be lowered towards the upper edge of the rail 4.4', so that a lining can be additionally placed on it.

The proposed invention is not limited to the demonstrated embodiments. Different versions of the adjustment device as well as the tensioning devices are always especially possible. Combinations of individual embodiments also fall within the scope of the invention.

Claims (23)

1. Procedure for continuous laying of a rail (4,4') on a solid track made of concrete slabs, especially from concrete prefabricated parts (1), whereby the rail (4,4') is located in a channel (3,3') of solid running track and then it is fixed by filling the channel (3,3'), indicated by the fact that laterally along the rail (4,4') inside the channel (3,3') there are elastic blocks (30) for filling the chamber, the rail (4 ,4') is adjusted over the chamber filling blocks (30) with a wedge (31) as an adjustment device, within the channel (3,3') to extend the exact track length and the space (32) between the chamber filling blocks (30) and the channel walls (34) are filled with grout. 2. The procedure according to the previous request, characterized by the fact that the rails (4,4') are fixed with the usual fixings (23) for rails, 3. The method according to one or more of the preceding claims, characterized in that the space (32) between the filling blocks of the chamber (30) and the walls of the channel (34) is filled with a pouring mortar made of swelling concrete. 4. The method according to one or more of the preceding claims, characterized in that the channel (3,3') is filled with an elastic mass (5). 5. The method according to one or more of the previous claims, characterized in that the concrete prefabricated panel (1) is covered by pouring with asphalt (36). 6. The method according to one or more of the preceding claims, characterized in that the area of the setting device (8) is not filled, but remains recessed, and that the setting device (8) is removed after at least partial hardening of the setting mass (5) . 7. The method according to one or more of the previous claims, indicated by the fact that the area of the device (8) is for setting the water after its removal from the channel (3,3'). 8. The method according to one or more of the preceding claims, indicated by the fact that the mass (8) for casting hardens so quickly that the device (8) for adjustment can be removed again already during the casting of the rail (4,4') during the next laying of the device ( 8) for adjustment. 9. The method according to one or more of the preceding claims, characterized in that the rail (4, 4') is held with a device (8) for adjustment from the side at the head (22) of the rail or at the leg (20) of the rail (20). 10. The method according to one or more of the preceding claims, characterized by the fact that when watering the area of the device (8) for adjustment, a free channel is left for draining water. 11. A solid train track made of concrete slabs (1), especially from a large number of concrete prefabricated parts, for the continuous laying of a rail (4.4'), wherein the solid train track has a channel (3.3'), in which the rail is located (4,4'), indicated by the fact that there are elastic blocks (30) for filling the chamber laterally along the rail (4,4'), that the wedge (31) acts on the blocks (30) for filling the chamber as an adjustment device to the rails (4,4') are adjusted over the blocks (30) for filling the chamber inside the channel (3,3') to obtain the exact position of the track and the space (32) between the blocks (30) for filling the chamber and the walls (34) of the channel are fill with grout. 12. Rigid running track according to one or more of the preceding claims, characterized in that the rails (4, 4') are secured with conventional rail fasteners (23). 13. A solid carriageway according to one or more of the preceding claims, characterized in that the space (32) between the blocks (30) for filling the chamber and the walls (34) of the channel is filled with a pouring mortar made of swelling concrete. 14. A solid carriageway according to one or more of the preceding claims, characterized in that the concrete prefabricated slab (1) is covered with asphalt (36) for watering. 15. Solid track according to one or more of the preceding claims, characterized in that the walls (33, 34) of the channels (3, 3') and/or blocks (30) for filling the chamber facing the intermediate space (32) are slanted in relation to perpendicular to the rail axis. 16. A solid track according to one or more of the preceding claims, characterized in that the walls (33,34) of the channels (3,3') which are in the region of the wedge (31) or blocks (30) for filling the chamber face the intermediate space (32) ) run mostly parallel to the vertical rail axis. 17. Solid track according to one or more previous claims, characterized in that the blocks (30) for filling the chamber are elastic, especially from rubber granulate. 18. A solid track according to one or more of the preceding claims, characterized in that the solid track is a plate or a prefabricated frame consisting of longitudinal beams (38) and transverse beams (39). 19. A solid track according to one or more of the preceding claims, characterized in that the rails (4, 4') are located on or in the longitudinal beams (38). 20. A solid track according to one or more of the preceding claims, characterized in that the longitudinal beams (38) have spindles (18). 21. A solid train track according to one or more of the preceding claims, indicated by the fact that the solid train track generally transverse to the longitudinal direction of the solid train track in the area of the channel (3, 3') has a recess (7) for at least partial acceptance of the device (8) for setting up and/or creating channels for water drainage. 22. A solid track according to one or more of the preceding claims, characterized in that the recess (7) in the channel (3,3') reaches at least the surface of the panel. 23. A solid driving track according to one or more of the previous claims, characterized in that the recess (7) on the surface of the plate is elongated and reaches over the entire width of the plate (1).