U.S. patent application number 10/486120 was filed with the patent office on 2004-09-23 for method for the continuous laying of a rail on a rigid track in addition to an alignment device and a rigid track.
Invention is credited to Lindner, Erich, Reichel, Dieter, Schreiner, Ulrike.
Application Number | 20040182946 10/486120 |
Document ID | / |
Family ID | 7694708 |
Filed Date | 2004-09-23 |
United States Patent
Application |
20040182946 |
Kind Code |
A1 |
Reichel, Dieter ; et
al. |
September 23, 2004 |
Method for the continuous laying of a rail on a rigid track in
addition to an alignment device and a rigid track
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.
Inventors: |
Reichel, Dieter; (Neumarkt,
DE) ; Lindner, Erich; (Auerbach-Nasnitz, DE) ;
Schreiner, Ulrike; (Puchheim, DE) |
Correspondence
Address: |
Stephen E Bondura
Dority & Manning
P O Box 1449
Greenville
SC
29602-1449
US
|
Family ID: |
7694708 |
Appl. No.: |
10/486120 |
Filed: |
February 6, 2004 |
PCT Filed: |
July 6, 2002 |
PCT NO: |
PCT/EP02/07544 |
Current U.S.
Class: |
238/5 |
Current CPC
Class: |
E01B 21/00 20130101;
E01B 2204/09 20130101; E01B 2203/16 20130101; E01B 1/004
20130101 |
Class at
Publication: |
238/005 |
International
Class: |
E01B 001/00 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 14, 2001 |
DE |
101 38 803.9 |
Claims
1. Method for the continuous laying of a rail (4, 4') on a rigid
track, in particular consisting of precast concrete components (1),
whereby the rail (4, 4') is positioned in a channel (3, 3') of the
rigid track and is fixed by being cast in in said channel (3, 3'),
characterized in that filler blocks (30) are located alongside the
rail (4, 4'), in that the rails are adjusted via the filler blocks
(30) by means of an alignment device, in particular wedges (31)
within the channel (3, 3') in order to achieve a precise
positioning of the line and in that the interval (32) between the
filler blocks (30) and the channel sides (34) is filled with a
grouting mortar.
2. Method as in one or several of the preceding claims,
characterized in that the rails (4, 4') are fastened with
conventional rail fasteners (23).
3. Method as in one or several of the preceding claims,
characterized in that the interval (32) between the filler blocks
(30) and the channel sides (34) are filled with a grouting mortar
made of an expansive cement.
4. Method as in one or several of the preceding claims,
characterized in that the channel (3, 3') is cast in with an
elastic mass (5).
5. Method as in one or several of the preceding claims,
characterized in that the precast concrete slab (1) is covered with
poured asphalt (36).
6. Method as in one or several of the preceding claims,
characterized in that the region of the alignment device (8) is not
cast in but is left open, and in that following the at least
partial hardening of the casting mass (5), the alignment device (8)
is removed.
7. Method as in one or several of the preceding claims,
characterized in that the region of the alignment device (8) is
cast in when the latter has been removed from the channel (3,
3').
8. Method as in one or several of the preceding claims,
characterized in that the casting mass (5) hardens so rapidly that
the alignment device (8) can be removed even while the rail (4, 4')
is being cast in at the next alignment device (8).
9. Method as in one or several of the preceding claims,
characterized in that the rail (4, 4') is held by the alignment
device (8) from the side of the rail head (22) or of the rail base
(20).
10. Method as in one or several of the preceding claims,
characterized in that a drainage groove is kept open as the area of
the alignment device (8) is cast in.
11. Rigid track consisting of a precast concrete slab (1), in
particular a plurality of precast concrete slabs, for the
continuous laying of a rail (4, 4'), whereby the rigid track is
provided with a channel (3, 3') in which the rail (4, 4') is
placed, characterized in that filler blocks (30) are installed on
the sides of the rails (4, 4'), in that alignment devices, in
particular wedges (31) act in order to adjust the rails (4, 4') via
filler blocks (30) within the channel (3, 3') for the obtention of
a precise line positioning and in that the interval (32) between
the filler blocks (30) and the channel sides (34) is filled with a
grouting mortar.
12. Rigid track as in one or several of the preceding claims,
characterized in that the rails (4, 4') are fastened with
conventional rail fasteners (23).
13. Rigid track as in one or several of the preceding claims,
characterized in that the interval (32) between the filler blocks
(30) and the channel sides (34) are filled with a grouting mortar
made of expansive cement.
14. Rigid track as in one or several of the preceding claims,
characterized in that the precast concrete slab (1) is covered with
poured asphalt.
15. Rigid track as in one or several of the preceding claims,
characterized in that the sides (33, 34) of the channel (3, 3')
and/or of the filler blocks (30) towards the interval (32) are at
an angle relative to the vertical axis of the rail.
16. Rigid track as in one or several of the preceding claims,
characterized in that in the area of the wedge (31) the sides (33,
34) of the channel (3, 3') or of the filler blocks (30) towards the
interval (32) are essentially parallel to the vertical axis of the
rail.
17. Rigid track as in one or several of the preceding claims,
characterized in that the filler blocks (30) are elastic, in
particular made of rubber granulate.
18. Rigid track as in one or several of the preceding claims,
characterized in that the rigid track is a slab or a precast frame
consisting of longitudinal beams (38) and transverse beams
(39).
19. Rigid track as in one or several of the preceding claims,
characterized in that the rails (4, 4') are installed on or in the
longitudinal beams (38).
20. Rigid track as in one or several of the preceding claims,
characterized in that spindles (18) are placed in the longitudinal
beams (38).
21. Rigid track as in one or several of the preceding claims,
characterized in that the rigid track has an opening (7) in the
region of the channel (3, 3') that is essentially at a right angle
to the longitudinal direction of the rigid track for the at least
temporary reception of an alignment device (8) and/or to constitute
a drainage groove.
22. Rigid track as in one or several of the preceding claims,
characterized in that the opening (7) in the channel (3, 3')
reaches at least as far as the slab surface.
23. Rigid track as in one or several of the preceding claims,
characterized in that the opening (7) is continued on the slab
surface and extends over the entire width of the slab (1).
24. Alignment device for the temporary fixing of a rail (4, 4') in
a channel (3, 3') of a rigid track, whereby the alignment device
(8) adjusts and fixes the position of the rail (4, 4') relative to
a reference point, in particular channel (3, 3'), and/or of a rail
(4, 4') running parallel to it, characterized in that the alignment
device (8) is provided with at least one clamping device (10) for a
rail (4, 4') and a connection device (11) to connect the clamping
devices (10) with the reference point.
25. Alignment device as in the preceding claim, characterized in
that the alignment device (8) is provided with a level alignment
device (12).
26. Alignment device as in one or several of the preceding claims,
characterized in that the level alignment device (12) is supported
on the rigid track, in particular in the region of the channel (3,
3') or of the humps (2).
27. Alignment device as in one or several of the preceding claims,
characterized in that the connection device (11) extends above the
channel (3, 3').
28. Alignment device as in one or several of the preceding claims,
characterized in that the connection device (11) meshes with an
opening (7) of the channel (3, 3').
Description
[0001] The present invention relates to a method for the continuous
laying of a rail on a rigid track, in particular consisting of
precast concrete components, whereby the rail is placed in a
channel of the rigid track and is attached by filling in the
channel with a mass, as well as to a corresponding rigid track
consisting of a concrete slab. In addition the invention relates to
an alignment device for the temporary attachment of a rail in a
channel of a rigid track, whereby the alignment device adjusts and
fixes the rail in its position relative to a reference point, in
particular relative to the channel and/or to a rail extending
parallel to the latter.
[0002] Rigid tracks consisting of precast concrete or concrete cast
on site are known. In a particular embodiment of such rigid tracks
a channel is provided on the top of the concrete slab. The rail
extends in the channel. For extensive fastening of the rail in the
channel, the rail is cast in by means of an elastic casting
material poured into the channel. A system of this type is known by
the name Infundo.
[0003] In the state of the art it is disadvantageous in some
applications that the rail is fastened in the channel by means of
fasteners before the casting in of the rail. The fasteners are
cast-in together with the rail, even though these are no longer
needed to maintain the position of the rail thanks to the poured
mass. When rail-guided vehicles, in particular high-speed trains
travel over the rails, these cast-in fasteners manifest themselves
disadvantageously. The oscillation of the rails is influenced at
these locations so that the travel comfort of the rail vehicle as
well as the wear of the rails are diminished.
[0004] For short-distance traffic it is especially important that
unimpeded traffic can be resumed rapidly following construction
work, especially at crossings of streetcars and street. The
solutions known so far are always based on concrete tracks cast on
site in which the rails are laid. The production of the concrete
slab on site as well as the type of fastening of the rails within
the concrete slab produced on site as used until now require much
time before traffic can be resumed. It is therefore the object of
the present invention to improve travel comfort and wear conditions
with rigid tracks through suitable measures and to create the
possibility for especially rapid construction of a rigid track
especially in the area of short-distance traffic.
[0005] This object is attained through the characteristics in the
independent claims.
[0006] By a method for the continuous laying of a rail on a rigid
track, in particular one made of precast concrete components, the
rail is placed into a channel of the rigid track and is fastened by
filling the channel with poured material. Filler blocks are placed
on the sides of the rail and the gap between the filler blocks and
the channel sides are filled with a grouting mortar. The filler
blocks are preferably installed together with the rail in the rail
channel of the precast slab. The grouting mortar achieves the
clamping of the filler blocks and thereby of the rail. Contrary to
the utilization of concrete cast on site, this method makes it
possible for the construction to progress rapidly, i.e. when this
method is used, crossings can be produced within one day so that
traffic would be able to roll on this track as early as on the
following day. This is a great advantage, especially in case of
reconstruction. The advantage of a solution with precast parts and
of continuous rail laying are thus combined. The channels may be
either set on a slab or be integrated into the slab.
[0007] If the rails and/or the filler blocks are installed by means
of an alignment device, in particular with wedges, within the
channel in order to achieve precise line positioning, this makes a
very rapid and simple line construction possible. The rails can be
positioned in their required position by means of the alignment
device, in particular with wedges until the final positioning by
means of the grouting mortar lends them sufficient strength. The
alignment device may either remain in the channel and be integrated
with it by casting them in or, if the gap of the alignment device
has been left empty by casting, may be removed from the channel.
The empty gap in which the alignment device had been located
earlier can subsequently be filled with the grouting mortar.
[0008] In order to achieve especially great strength of the rail
support it is possible to provide the rail with conventional rail
fasteners in addition to the fastening with the filler blocks and
the grouting mortar. In that case the filler blocks may be softer,
since they are not exclusively responsible for the precise
positioning of the rail. The filler blocks may be designed in this
case optimally according to sound attenuation criteria.
[0009] In order to achieve especially good clamping of the rails it
is advantageous for the gap between the filler blocks and the
channel sides to be filled in with a grouting mortar made of
expansive cement. The expansive cement causes the filler blocks to
be clamped between the rail and the channel sides. The elasticity
of the filler blocks produces an especially strong clamping of the
rails because the expansion of the cement presses the filler blocks
against the rail.
[0010] As is known in the high speed field precast concrete slabs
used for the rail traffic it is proposed advantageously here
according to the invention that also the precast concrete slabs
used for the short-distance rail traffic be aligned in vertical and
horizontal direction and be then underpoured with a pouring mass,
in particular bitumen cement mortar. This makes a lasting fastening
and precise positioning of the rails possible. An especially quiet
and therefore noise-reduced traffic, e.g. of trolley cars, is thus
made possible.
[0011] In order to achieve especially great precision of the
individual slabs relative to each other as well as of the
individual rails relative to each other, several precast concrete
slabs are coupled together throughout in longitudinal direction.
This coupling is achieved e.g. in that threaded steel rods protrude
from the slab ends and in that these are coupled together by means
of turnbuckles. After or before the coupling, the gap between the
precast slabs is filled with cast concrete. The coupled precast
slabs provide especially quiet travel of the vehicle on the rails.
The subsidence of the subsoil beneath individual precast slabs has
a considerably lesser effect on the course of the rails than when
placing individual slabs.
[0012] Especially when the rigid track is installed in the area of
a rail/street crossing it is advantageous if the precast concrete
slab is covered with poured asphalt. This allows for
noise-reduction in the traffic at the crossing.
[0013] In a rigid track according to the invention made of a
concrete slab which is produced in an especially advantageous
manner in form of a precast concrete component, the slab is
provided with a channel in which the rail is located, for the
continuous laying of a rail. On the sides of the rail filler blocks
are provided and the gap between the filler blocks and the channel
sides are filled with grouting mortar. Thereby precise and lasting
positioning of the rail on the precast concrete slab is
achieved.
[0014] The rails and/or the filler blocks are installed
advantageously inside the channel with an alignment device, in
particular with wedges, in order to maintain a precise positioning
of the line. The wedges serve to fix the rail temporarily in its
predetermined position. The rail is finally fixed in this position
permanently by means of the grouting mortar. In addition, the rail
can be fastened by means of conventional rail fasteners. These
conventional rail fasteners which normally clamp the rail base to
the channel bottom, possibly with an elastic intermediary layer,
are advantageously fastened only once the alignment device holds
the rail in the predetermined position.
[0015] If the gap between the filler blocks and the channel sides
is filled out with a grouting mortar made from expansive cement, an
especially advantageous fastening of the filler bocks within the
channel is achieved. The filler blocks are then pressed against the
rails and thus produce excellent sound attenuation as a vehicle
passes over them.
[0016] The precast concrete slab is advantageously aligned in
vertical and horizontal direction and is underpoured with a poured
mass, in particular bitumen cement mortar in order to achieve
permanent fastening of the precast concrete slab. If several
precast concrete slabs are coupled together throughout in
longitudinal direction, a very long-lasting, stable and strong
track is also achieved for short-distance rail traffic.
[0017] If the precast concrete slab is covered with poured asphalt,
a crossing can be produced very rapidly and advantageously in one
even plane. This furthermore makes it possible for the precast
concrete slab to be used also for other than rail-guided vehicles.
An advantageous line is thus created especially for EMS vehicles.
If the sides of the channel and/or of the filler blocks towards the
gap are at an angle relative to the vertical axis of the rail, a
possible coming out of the filler blocks is prevented. Thus an
essentially trapezoid cross-section of the channel and/or of the
filler blocks is obtained. Possible coming out of the filler blocks
from the channel is prevented, since the angled sides create
undercuts with which the filler blocks mesh.
[0018] In order to achieve a good wedging effect of the alignment
device it is advantageous for channel or filler block sides towards
the gap in the vicinity of the wedge are essentially parallel with
the vertical rail axis. In that way the wedge can be fastened
reliably and the rail can be cast-in in the channel by pouring
without changing its position.
[0019] In order to be able to adjust the precast concrete slab
optimally in vertical and/or horizontal direction, the precast
concrete slab contains spindles. The precast concrete slab is
aligned by means of these spindles and is underpoured thereafter
for permanent fastening.
[0020] Especially when the present invention is applied in the area
of short-distance rail traffic it is advantageous for the rail to
be a groove rail, such as normally used for trolley cars.
[0021] If the distance between the upper edge of the rail and the
upper edge of the slab is approximately 5 cm when the slab is to be
covered, the upper edge of the covering can extend evenly with the
upper edge of the rail. A thickness of approximately 5 cm of the
covering is normally sufficient, especially if the covering is a
layer of poured asphalt. If the slab is not covered it is
advantageous for the upper edge of the rail to extend in one and
the same plane with the upper edge of the slab.
[0022] Especially if covered and uncovered slabs are to be combined
it is especially advantageous for the slab in an embodiment with
covering has approximately the same thickness, together with the
covering, as a slab in an embodiment without covering. This makes
it possible to prepare a level foundation on which the two types of
slabs can be placed.
[0023] If the filler blocks are elastic, especially if they are
made of rubber granulate, an especially advantageous clamping of
the rails is achieved by means of a cast concrete, especially if
the latter is made of expansive cement.
[0024] If the slab is rectangular or trapezoid in shape the slabs
can be used for curves or straight segments of the line. The
trapezoid form of the slab makes it possible to lay the rails very
easily within curve segments, especially if the slabs for such
applications are shorter than for straight lines.
[0025] In a special embodiment of the present invention which is in
itself inventive, the rigid track is a precast frame consisting of
longitudinal and transverse beams.
[0026] The longitudinal beams are in that case connected to the
transverse beams, whereby the transverse beams have essentially the
task of positioning the two longitudinal beams. Overall a stable
track is produced and can be made as a precast component to be
merely adjusted and installed on the construction site. The frame
of precast components is lighter than the precast slab and is thus
even easier to lay. The wide gaps between the individual transverse
beams make greening of the track very easy. This too is especially
advantageous for inner-city traffic operation.
[0027] In such an embodiment of the precast concrete component the
rails are installed on or in the longitudinal beams. The
longitudinal beams may be designed so that they contain a channel
in which the rails are fastened. Alternatively it is possible to
provide for the rails to be fastened on the longitudinal beams in a
conventional manner by means of rail fasteners at bearing points or
continuously.
[0028] To align the precast frame it is especially advantageous for
spindles to be provided in the more stable longitudinal beams. The
longitudinal beams and thereby the precast frame is moved by means
of the spindles into their predetermined position. Following this,
the longitudinal beams are underpoured with an underpouring mass,
in particular a bitumen cement mortar in order to fasten the
precast frame permanently.
[0029] With a method for continuous bedding of a rail on a rigid
track provisions are made for the rail to be adjusted in the
channel by means of an alignment device before the filling of the
channel, for the rail to be then cast-in in the channel, with the
area of the alignment device being left out and for the alignment
device to be removed following the at least partial curing of the
casting mass. The removal of the alignment device which is usually
made of metal does not have any negative influence on the
oscillation behavior of the rail in subsequent operation because
the rail does not lie at determined distances again and again on a
metallic support and is supported elastically in the remaining
area. The removal of the alignment device creates an extensively
even support of the rail. At the locations where the alignment
device was located, free oscillation of the rail is possible with
the rail not supported on the fixed alignment device.
[0030] It is especially advantageous and inventive if the location
of the alignment device is filled in once the alignment device has
been removed from the channel. Thereby a mostly uniform oscillation
and attenuation of the rail is maintained, also in those areas
where the alignment device had been previously located. In this
preferred embodiment the support of the rail in the channel is
uniform over the entire length of the rail. A difference between
the previous adjustment location and the areas between two
alignment devices can barely be detected.
[0031] In an advantageous bedding method the casting mass is set so
that it hardens rapidly, so that one alignment device can already
be removed while the casting-in of the rail has reached the
following alignment device. With a distance between two alignment
device of approximately 3 m and a correspondingly selected curing
time, the rail has already so much strength after casting-in of
three running meters that the first alignment device need no longer
assume any adjustment function. It can therefore be removed and can
be used again in a subsequent position. This provides the advantage
that relatively few alignment devices are needed in order to lay
rails.
[0032] The alignment device can be located at different locations.
It is advantageous if the rail is clamped in the channel by the
alignment device. Hereby an alignment of the rail relative to the
channel or relative to other measuring points is possible.
[0033] The rail of a line running parallel to the rail to be
adjusted can serve as an especially advantageous reference point.
In that case it is advantageous if the rail is adjusted and
maintained together and in relation to the rail running parallel
with it.
[0034] If the rail is held by the alignment device from the side of
the rail head, it is possible to utilize a rigid track where no
special measures were taken for the adjustment. The alignment
device then grasps e.g. the two rail heads by means of one claiming
device for each. The two clamping devices are connected to each
other by means of a connection device which maintains the
predetermined distance between the two rails. The connection device
is then located above the rigid track.
[0035] In another advantageous method the rail is held by the
alignment device from the side of the rail base. This makes
frequent and easy adjustment of the rail possible. O the other side
however it is necessary that measures were taken in the rigid track
by which, especially where an alignment device with a connection
device is used, this connection device has enough room available.
Often an opening in the rigid track is provided in an inventive
manner for this.
[0036] It is especially advantageous if the opening or other
measures provided for the adjustment device in the rigid track are
kept free at least partially during the casting in of the alignment
device, so that they may serve as drainage groove. This is
especially advantageous since in embodiment with channels located
in humps, precipitation accumulates between the two channels of the
rails of a line and can only be removed at great cost. Thanks to
the advantageous openings in the rigid track that can be used for
the alignment device, the drainage problem of the known state of
the art can be solved in addition without requiring any
considerable additional cost.
[0037] The method according to the invention makes it possible for
the rigid track to consist of a plurality of concrete slabs, in
particular precast concrete components that are laid down one after
the other, aligned with each other and are underpoured. The
alignment of the concrete slabs can be effected in a relatively
rough manner. Relatively high tolerances are admissible, so that
the laying time is reduced considerably. This is possible because
the actual aligning is effected not on the concrete slabs but on
the rail concerned. After hardening of the underpoured mass the
rail is laid into the channel, is adjusted, and the channel is then
filled with the special elastic casting mass. This makes a strong
but nevertheless elastic fastening of the rail on the rigid track
possible.
[0038] An alignment device that is especially suited for the
implementation of the method described above is used for the
temporary fastening of the rail in a channel of a rigid track. The
alignment device adjusts and fixes the rail in its position
relative to a reference point, which is the channel itself in
particular, or another rail extending parallel with the rail. The
alignment device consists of at least one claming device of a rail
and a connection device to connect the clamping device to the
reference point. An especially simple alignment device is achieved
if the connection device has a defined length that is equal to the
actual distance between the rail and the reference point. Thereby
the rail is to be fastened merely by means of the claming device
and is to be connected to the reference point by means of the
connection device. Through this alone the rail is already held in
its correct position.
[0039] In order to be able to effect an adjustment in vertical as
well as in horizontal direction it has been advantageously provided
for the alignment device to be equipped with a level setting
device. The level setting device which preferably is borne on the
rigid track, in particular in the area of the channel, can be
realized very simply e.g. by means of a spindle which changes the
level position of the clamped rail.
[0040] In an advantageous embodiment the connection device extends
above the channel. The clamping device is directed in that case
downward, in the direction of the rail and is here especially well
suited to clamp the rail from the side of the rail head. With such
a connection device special measures for the placement of the
alignment device relative to the rigid track is most often not
necessary.
[0041] In another advantageous embodiment the connection device is
designed in such manner that it reaches into an opening of the
channel. The connection device, normally extending perpendicularly
to the longitudinal axis of the rigid track thus cuts through the
channel in transverse direction. Such a connection device is
provided with conventional clamping devices that clamp the rails
from the side of the rail base. A measure in form of the opening of
the channel must be provided in the rigid track for this.
[0042] A rigid track according to the invention consists of a
concrete slab, in particular of a plurality of precast concrete
components for the continuous bedding of a rail. The rigid track is
thereby provided with a channel in which the rail is located and is
fastened by casting in the channel with an elastic mass. The rigid
track is provided with an opening according to the invention,
essentially transversal to the longitudinal sense of the rigid
track, in the area of the channel. An alignment device or part
thereof is received at least temporarily in the opening. In
addition or alternatively, the opening serves to produce or utilize
a drainage groove for precipitation water that accumulates between
two parallel humps or troughs of a rigid track.
[0043] The rigid track having such an opening can serve for the
temporary fastening of a rail by means of an alignment device. As a
result the inventive fastening of a rail in a channel of the rigid
track by means of the also inventive alignment device is made
possible. Also if the rigid track is used for the conventional
fastening of rails, the opening serves to constitute a drainage
groove and is thereby especially advantageous and inventive. The
applications of the rigid track are thus extremely flexible.
[0044] The channel is advantageously located essentially on a
surface of the concrete slab. This facilitates manufacture and
makes it possible to produce a relatively thin concrete slab that
can be produced and transported inexpensively because of its light
weight.
[0045] If the opening in the channel reaches at least as far as the
slab surface it is possible for all of the precipitation water
accumulating on the slab surface between the channels to flow
off.
[0046] If the opening on the slab surface extends over the entire
width of the slab and is also continued advantageously on the slab
surface, the precipitation water collects in the opening and runs
off the rigid track through the opening.
[0047] A gradient of the opening towards the outside of the slab
further assists the flowing off of the precipitation water.
[0048] A rigid track where the rail is extensively cast in into the
trough is especially advantageous. This lends especially great
strength to the rail on the rigid track and it is furthermore
sound-insulated by the elastic casting mass.
[0049] The opening which can serve on the one hand to contain the
alignment device and on the other hand as a drainage groove, can in
addition serve as a target breaking point of the slab for a defined
crack formation. The opening extending perpendicularly to the
channels up to the slab surface will then produce cracks at exactly
these locations. These defined cracks can be inspected easily and
reliably to determine the condition of the slab. If the crack
occurrence is too heavy, it may be necessary in some cases to
consider replacing the slab in question.
[0050] Additional advantages of the invention are described in the
examples of embodiments below.
[0051] FIG. 1 shows a rigid track with channels placed on a slab
surface,
[0052] FIG. 2 shows a rigid track with channels integrated into the
concrete slab,
[0053] FIG. 3 shows a rigid track with an alignment device
attacking from above,
[0054] FIG. 4 shows a detailed view of FIG. 3,
[0055] FIG. 5 shows a rigid track with alignment devices attacking
below the rail,
[0056] FIG. 6 shows a detailed view of FIG. 5,
[0057] FIG. 7 shows a precast concrete slab in perspective,
[0058] FIG. 8 shows a detail of a rail fastening,
[0059] FIG. 9 shows a precast concrete slab with covering, in
perspective,
[0060] FIG. 10 shows a precast slab without covering, in
perspective,
[0061] FIG. 11 shows a precast concrete frame in perspective
and
[0062] FIG. 12 shows another precast concrete frame in
perspective.
[0063] In FIG. 1 a rigid track consisting of precast concrete slabs
1 is shown in perspective. The precast concrete slab 1 consists
essentially of a slab with a substantially rectangular
cross-section and with humps 2 set on it. Two of the humps 2
constitute a channel 3 in which a rail 4 is laid. The precast
concrete slabs 1 are laid down e.g. on a hydraulically attached
supporting layer and their position is determined e.g. by means of
spindles that are not shown. The precast concrete slab 1 is then
underpoured with an underpouring mass which is poured by means of
opening 6 between the precast concrete slab 1 and the hydraulically
attached supporting layer. The individual precast concrete slabs 1
can be either placed loosely against each other or can be coupled
to each other in a known manner. The humps 2 forming the channel 3
extend in the longitudinal sense of the precast slabs. Two rails 4,
4' constituting the rail line for rail-guided vehicles run parallel
to each other at a predetermined defined distance from each other.
The rails 4, 4' each of which is located in a channel 3 are cast in
with an elastic casting mass 5 in the channel 3, and are thereby
fastened permanently. Rails other than those shown here can of
course be used in the same manner.
[0064] FIG. 2 shows another embodiment of a precast concrete slab
1. The precast concrete slab 1 whose cross-section is again
substantially rectangular has parallel incisions constituting in
turn the channel 3. The precast concrete slabs 1 are laid in the
same manner as described above for FIG. 1. The advantage of such a
precast concrete slab 1 is e.g. that it can be used for rail
crossings, since the line and the track bed can be traversed at a
right angle to the course of the rails.
[0065] FIG. 3 shows a precast concrete slab 1 as in FIG. 1. The
humps 2 and thereby the channels 3 extend above the actual precast
concrete slab 1. The channels 3 or humps 2 have openings 7 at
regular intervals, extending at a right angle to the longitudinal
direction of the humps 2 and the channels 3. The openings 7 of a
channel 3 correspond to the openings 7 of the parallel channel 3'.
An alignment device 8 is installed in the opening 7 connecting and
thereby fixing the two rails 4, 4' extending parallel to each
other.
[0066] The alignment device 8 consists of two clamping devices 10
as well as of a connection device 11 connecting the two clamping
devices 10 with each other. A level alignment device 12 is provided
in the area of each end of the alignment device 8 or in the area of
the rail 4, 4'. The vertical alignment of the rails 4, 4' is
effected by means of the level alignment device 12. In the present
embodiment the level alignment device 12 consists t of a spindle
supported on the bottom of the opening 7 and thus influences and
fastens the rail 4, 4'.
[0067] When the alignment device 8 has been installed and the
adjustment of the rails 4, 4' has been effected, the channel 3 can
be cast in with an elastic casting mass 5. The area of the
alignment device 8 remains at first open, so that the alignment
device 8 can be removed once the casting mass 5 has hardened to a
great extent. At this point in time the casting mass 5 already
assumes the adjustment and holding of the rail 4, so that the
alignment device 8 is no longer needed. Once the alignment device 8
has been removed, the area in which it had previously been located
in the channel 3 can be filled with the casting mass 5 so that the
rail 4, 4' is completely cast in the casting mass 5. As a result,
no remaining alignment device 8 or parts thereof can disturb the
rail 4, 4' in its homogenous oscillation behavior when a rail
vehicle passes over it. The alignment devices 8 are preferably
placed at distances of 3 m each from each other. Thereby
sufficiently good adjustment of the rails 4, 4' is made
possible.
[0068] FIG. 4 shows a detailed view of the alignment device 8 in
the area of the clamping devices 10. The alignment device 8 reaches
around the rail 4 with its clamping devices 10. The rail 4 consists
of a rail base 20, a rail stem 21 and a rail head 22. The clamping
devices 10 grasps the rail 4 in the present embodiment from the
side of the rail head 22 and clamps the rail head 22 and/or the
rail stem 21 in that a clamp 13 presses the rail 4 against a stop
14. The clamping force is imparted by means of a screw 15 that
moves the clam 13 in the direction of the stop 14. Extensive or
complete unscrewing of the screw 15 makes it possible to remove the
clam 13 completely from the alignment device 8, so that the
alignment device 8 can be removed from the partially cast in rail 4
by placing the alignment device 8 at an angle.
[0069] The level adjustment of the alignment device 8 is effected
by means of the level alignment device 12 that is a spindle in the
present embodiment. Rotation of the spindle relative to the
connection device 11 achieves vertical adjustment of the alignment
device 8 and thereby of the rail 4. The level alignment device 12
is supported for this on the bottom of the openings 7.
Alternatively it is also possible for the level alignment device 12
to be supported on the top of the hump 2 or even on the precast
concrete slab 1. In this case an for the stop 14 to be also
movable, so that a removal of the alignment device 8 from the
partially cast-in rail 4 becomes possible.
[0070] FIG. 5 shows another precast concrete slab 1. On this
precast concrete slab 1 humps 2 constituting a channel 3 are again
provided on the slabs surface. On a precast concrete slab 1 as in
this embodiment, the openings 7 extend into the area of the surface
of the precast concrete slab 1. The alignment device 8 extends in
this embodiment below the rails 4, 4' in the region of the precast
concrete slab 1. As the channel 3 is being cast in, the openings 7
can remain at least partially open, so that precipitation water
accumulating between the two inner humps 2 is able to drain off
through these openings. In this manner especially easy drainage of
a rigid track is provided together with the other advantages.
[0071] FIG. 6 shows a detailed view of the alignment device 8 of
the embodiment shown in FIG. 5. The alignment device has a clamping
devices 10 which clamps the rail 4 from the side of the rail base
20. As in the previous example of an embodiment, the clamping
devices 10 is provided with a stop 14 as well as with a clamp 13.
The clamp 13 is in clamping or release position by means of a screw
15. The horizontal distance between the rails 4, 4' is obtained in
that the connection device 11 is fixedly connected to the stop 14.
In this manner the same distance between the rails 4, 4' from each
other is always maintained. The level adjustment in turn is made
with the level alignment device 12 which is again a spindle or a
screw. The level alignment device 12 is supported on the bottom of
the opening 7 and its level can be adjusted by rotation. In some
cases it may be necessary for the connection device 11 or the stop
14 to be attached to the alignment device 8 so as to be detachable
at least in part so that a removal of the alignment device 8 from
the partially cast-in rail 4 is made possible.
[0072] In the present embodiment the opening 7 reaches into the
precast concrete slab 1. As a result it is possible in an
especially advantageous embodiment of the invention to use the
openings 7 at the same time as a drainage groove if the opening 7
is kept open below the rail 4 or the channel 3 as the area of the
alignment device 8 of the channel 3 is cast in. This can be
effected by inserting a pipe in the area of the alignment device 8
before the casting-in operation, or by removing the casting mass
again from the opening 7 in the area below the rail 4 after the
casting.
[0073] The opening 7 extending into the area of the precast
concrete slab 1 furthermore acts as a target breaking location of
the precast concrete slab 1. Crack formation can be monitored
exactly in the area of the opening 7, so that the condition of the
precast concrete slab 1 can be determined quickly and easily and
therefore inexpensively at any time.
[0074] FIG. 7 shows a precast concrete slab 1 in a perspective
view. Channels 3 and 3' are provided in the precast concrete slab
1, and in these the rails 4 which are not shown here are fastened.
The precast concrete slab 1 has an opening 6 into which a casting
mass, in particular bitumen-cement mortar can be filled for the
underpouring of the precast concrete slab 1. The precast concrete
slab 1 is underpoured once the precast concrete slab 1 has been
aligned in vertical and/or horizontal direction by means of
spindles 18 several of which are installed in the slab 1. By
underpouring the slab 1 it is permanently fixed in its
predetermined position. Several slabs 1 can be connected with each
other by connecting to each other and bracing threaded steel rods
19 protruding from the slab 1 with each other. This is a connecting
method such as is customary on rigid tracks for high-speed rail
traffic. With the present invention, this technology is also used
for short-distance rail traffic, in particular trolley cars in
inner city operation.
[0075] The channels 3, 3' are designed so that the rails 4 can be
fastened in an optimal manner. Conventional rail fasteners 23 are
provided for this and these advantageously fasten the rails in a
conventional manner on the slab 1 at approximately 3 m intervals.
The sides of the channels have alternating recesses 25 and wedging
surfaces 26. As shall be described further on, the recesses 25
serve to fix the inserted filler blocks within the channel. The
undercut of the recesses 25 prevents the filler blocks from
gradually coming out of the channel 3, 3'. An alignment device, in
particular wedges, are applied to the wedging surfaces 26 to fasten
the rail temporarily. Once the rail has been fastened permanently
these wedges can be removed again and the cavities can possibly
also be cast-in with a casting mass.
[0076] FIG. 8 shows a detailed view of a rail fastening. The rail 4
is installed within the channel 3 of the precast concrete slab 1.
An elastic base 24 on which the rail 4 is laid continuously is
provided beneath the rail base 20. Conventional rail fasteners 23
are applied to the rail base 20 and fasten the rail 4 essentially
in its desired position in vertical as well as in horizontal
position. The rail fasteners 23 are anchored inside the slab 1.
[0077] Filler blocks 30 are provided laterally at the rail stem 21.
The filler blocks 30 are ordinarily inserted together with the rail
4 into the channel. In order to achieve a fastening of the rail 4
between the rail fasteners 23, wedges 31 are provided to bear on
the one hand against the wedging surfaces 26 of the channel 3 and
on the other hand against a side 33 of the filler blocks 30. The
side 33 is at an angle relative to the vertical axis of the rail 4
or of the wedging surfaces 26, so that the wedge 31 is able to
clampingly hold the filler block 30 inside the channel 3. Between
the filler blocks 30 and the sides 34 of the channel 3, in
particular of the recesses 25 within the side 34, is an interval 32
that is cast in with a mass not shown here. This mass is made in
particular of expansive cement and fills out the interval 32
completely. The expansion causes the advantageously elastic filler
blocks 30 to be pressed together, thus providing a permanent fixing
of the rail 4 inside the channel 3. In addition, optimal noise
insulation of the rail is created. When the expansive cement has
hardened, the wedges 31 can be removed since they no longer have
any role to play. The cavities produced can also be filled. Through
the undercutting of the recesses 25 and the also inclined cheek 33
of the filler blocks a wedging effect on the filler blocks 30 is
achieved, so that the filler blocks 30 are reliably prevented from
coming out of the channel 3.
[0078] FIG. 9 shows a precast concrete slab with covering in
perspective. The precast concrete slab 1 is designed so that it is
able to accept a covering 36. The upper edge of the covering 36 is
essentially flush with the upper edge of the rail 4. As a result a
level transition is created as is required in particular with
transverse traffic at crossings. The covering 36 consists in many
cases of poured asphalt, so that street traffic can also pass over
the precast concrete slab 1.
[0079] FIG. 10 shows a perspective view of a precast concrete slab
1 without covering. Compared with the precast slab of FIG. 9, it
appears that this precast concrete slab without covering is thicker
than the precast concrete slab 1 with the covering. Therefore the
foundation of both slab models can be prepared on the same level
and these two slab types can be combined without any further
leveling of the foundations.
[0080] FIG. 11 shows a precast concrete frame 38 in perspective.
The precast concrete frame 38 consists of two longitudinal beams 38
and four transverse beams 39. The rails 4, 4' are placed on the
longitudinal beams 38. The rails 4, 4' are fastened with
conventional rail fasteners 23 located on bearing points. A precast
concrete frame 37 as shown in FIG. 11 has special advantages
regarding weight and thereby for processing. In addition it is
possible to provide greening between the longitudinal beams 38 so
that the utilization of such precast concrete frames 37 becomes
especially advantageous in inner-city rail traffic. In order to
achieve throughout greening or other covering between the
longitudinal beams 38, the height of the transverse beams 39 is
less than the height of the longitudinal beams 38. The precast
concrete frame 37 is adjusted by means of spindles 18 integrated
into the longitudinal beams of the precast concrete frame 37.
Thereby an adjustment in horizontal and vertical direction of the
precast concrete frame 37 is possible as much as with precast
concrete slabs.
[0081] FIG. 12 shows another precast concrete frame in perspective.
Here the rails 4, 4' are not placed on the longitudinal beams 38
but in channels 3, 3' of the longitudinal beams 38. The rails 4, 4'
can be fastened in the channels 3, 3' either in the inventive
manner described above, or also in conventional manner. The
fastening of the rails 4, 4' can be continuous or discontinuous,
standing or hanging in this case. The upper edge of the rails 4, 4'
is advantageously flush with the upper edge of the longitudinal
beams 38. The upper edge of the longitudinal beams 38 may however
also be lower than the upper edge of the rails 4, 4', so that an
additional covering can be added on it.
[0082] The present invention is not limited to the embodiments
shown. In particular different embodiments of the alignment device
and of the clamping device are possible at any time. Combinations
of the different embodiments are also within the scope of the
invention.
* * * * *