HK1082010B - Fixed track for rail vehicles and method for production thereof - Google Patents

Description

Fixed rail for railway transportation and manufacturing method thereof

Technical Field

The present invention relates to a new fixed track system for railway transportation and a method for manufacturing the same.

Background

Increasing railway transport speeds create increasing problems associated with laying ballast track in conventional railway design. In the highway network in germany and other european countries, as a system which has been well established for a long time, the conventional ballasted track has reached its physical limits and is no longer able to meet the requirements of minimum failure sensitivity and low maintenance costs for dense spacing and high transport capacity, and therefore has no optimistic prospects.

Alternatively, in 1972, the federal railway company (DB AG), scientific research institute and construction department proposed "Rheda" which is called a fixed track configuration, which, together with the configuration "ziblin", was approved since 1992 for use as a standard track for the high-speed section of the german federal railway company. In fixed track systems, the track-forming layer and the gravel ballast in conventional ballasted tracks are replaced by a hydraulically-restrained sub-base having an asphalt or concrete base layer thereon. The entire structure is considered and therefore treated as a statically sized system-the earthwork/concrete base. It is more rigid than a track on which ballast is laid and can be determined by calculation. The basic idea of the proposed fixed track is to provide the track with a uniform and consistent resilient subgrade, which is almost entirely achieved by a resilient intermediate layer in the rail fastening area or by a resilient sleeper support system. Thus, even in the speed range of more than 200 km per hour, a uniform support rail with a constant positional stability is obtained, which means that, for example, larger curves can be formed and thus higher turning speeds can be achieved, and the maintenance costs are negligible compared to conventional track foundations.

Fixed track systems are largely divided into two configurations or design principles: in the first case, concrete sleepers (also concrete blocks and steel tie rods) or support blocks are embedded in the concrete and thereby connected to form a unitary structure in which the rail grid must be installed and vibrated and/or embedded with millimeter accuracy. The second case, which becomes the direct mounting and anchoring of the rail grid on the asphalt or concrete substrate, necessitates the continuous introduction of the substrate with millimeter accuracy. This has the advantage that the unitary configuration does not provide-the ability to exchange individual ties. The individual sleepers of the fixed track system here differ according to the concept and the specific solution. Seven systems were now selected and are being tested in the pilot run between mannheim and carlsuhe, including systems without sleepers in which the rails are fastened directly to the support points of the concrete substrate.

Although fixed track systems have many undoubted advantages, of course they have disadvantages, some of which are related to the system. The main points of critics are listed and set forth below.

The federal audit agency criticizes the high cost of installing fixed track and indicates that the cost of recovering conventional ballasted track is at least 60 years of useful life. In contrast, the installation of fixed rails avoids the costs and the resulting interruptions in the transport of the railway, such as monitoring, tamping again and replacing old ballast sections, and thus increases the availability of the railway. Despite the ongoing attempts to optimize, automated production and prefabrication has been possible, it has not been possible to reduce the cost of manufacturing existing conventional fixed track systems to or below the level of the ballast track. The high capital costs for the manufacture of fixed rails are due to their more complex construction and to the longer construction periods required. This is due to the very high precision required in laying the rail grid and/or mounting the base plate, the need for expensive soil upgrades (in addition to tunnel construction), and the interruption of the construction cycle caused by the hydraulic constraining layers and the grooves supporting each other. The basic need for preparatory work, referred to herein as expensive soil upgrading, is especially the replacement of soil at depths of over 3.0m from time to time and the subsequent lamination and compaction of functional substrates that require precise inter-modulation in order to obtain the desired properties, such as elasticity, stability, load distribution, freeze protection, drainage, etc. This also means that, due to the size and geometry of the trench, the existing double-track ballasted track sections can usually only be renewed and converted into a fixed track system by closing the two tracks.

The next particular problem is that many documents disclose that airborne noise generated by rigid structures is increasing and that measures to absorb noise are lacking. Measurements and calculations have shown that airborne noise levels are increased by at most 3db (a) and that sound absorbing equipment and other sound absorbing measuring equipment have been used on the surface and edge areas of fixed rails, which leads to increased costs.

The last, and less important, disadvantage of all previous fixed track systems is that the overall structure makes the rail fastening and rail positioning less adaptable. Since the rail fastening end is fixed in an unchangeable manner, the displacement capability of the rail is limited to the minimum, and thus it is impossible to adapt to the change or modification of the operation mode, and thus, high demands are made on the planning, measurement and design of the route and the rail. Consequently, compared to the ballasted configuration, both subsequent changes in rail position and minor modifications of the track path or increased curvature and switch arrangements, etc., if possible, can only be achieved at considerable expense.

In summary, it must be emphasized that the high capital costs required for the existing fixed track systems are caused by the following factors:

extremely high planning costs in connection with long-term operational planning,

the extremely high cost of replacing the soil as required,

extremely high measuring costs simultaneously with the construction,

extremely high construction costs due to the extremely high precision required.

Furthermore, it is now also not possible to switch existing road sections which are heavily used, since this requires the entire closure of both rails and a long construction cycle.

Disclosure of Invention

The object of the invention is to apply the features of low cost, simple design and high flexibility in the modification of the track and working modes of the ballast-laid track design to a fixed track in a manner different from the existing fixed track systems provided by the respective manufacturers and suppliers, while overcoming the aforementioned disadvantages.

According to the invention this object is achieved by including a frame-shaped structure in the fixed track system described at the beginning.

The subject of the invention is particularly a new fixed rail system for railway transport, comprising a statically defined length of pre-assembled rail carriers which extend parallel to the rail and are mounted on reinforced concrete composite piles which are nailed by high pressure injection under the ground, which, when mounted and aligned to the frame-like structure, enclose a trough, which on the assembly side is provided with a foil as bottom termination, and which, once filled with poured concrete, form a longitudinally and transversely reinforced, freely connected continuous slab as upper rail.

In addition, it is proposed

The frame structure 2 comprises prefabricated parts 3 of reinforced concrete with minimum machining tolerances and limited non-fixed length of two parallel rails,

a pre-assembled rail carrier of statically defined length and extending parallel to the rail is provided,

the rail carrier is supported on a reinforced concrete composite pile, which is nailed by high pressure injection below the ground,

when the frame-shaped structure is mounted and aligned, the prefabricated parts 3 of reinforced concrete form a channel, on the assembly side of which a foil is provided as a bottom termination,

the channel is filled with cast concrete and forms a longitudinally and transversely reinforced, freely connected continuous slab as the upper rail,

the final stage is to pre-form the parallel extending reinforced concrete prefabricated part 3 for bearing load into an arc shape (arch shape) opposite to the load,

the parallel extending reinforced concrete prefabricated parts 3 are sleeper bodies,

the sleeper body in the form of a reinforced concrete prefabricated part 3 is kept apart in the assembled state by the steel structures 4, 10,

the sleeper body in the form of the reinforced concrete prefabricated part 3 is fixed in place in the assembled state of the steel structures 4, 10,

the final fixing of the longitudinal sleeper components 2 is achieved by filling the space between the sleepers to a certain height with a casting concrete 7 having sufficient ultimate strength,

the high early strength cast concrete 7 with sufficient ultimate strength is used for filling,

the casting concrete 7 is provided with appropriately sized reinforcing steel inserts 9,

in order to transmit dynamic loads, panels of limited length in static conditions are manufactured by longitudinally filling with cast concrete 7 of sufficient strength and with steel inserts 9 of sufficiently designed dimensions,

the limited length of the plate structure eliminates the need for expensive soil replacement in case of problems with sub-soil layers,

due to the vertical clearance between the bottom edge of the rail body 14 and the top edge of the cast concrete 7 between the body of the sleeper 3, there is sufficient space for the subsequent installation of the switch system,

the step of integrating the fastening profile 16 into the prefabricated part of the body 3 of the sleeper at the factory makes it possible to easily fasten additional parts, for example noise-protection systems in the region of the wheels or additional systems such as switches,

all the fastening ends 15 are readily accessible, so that maintenance is easy,

appropriate bevels are constructed on the surfaces of the voids filled with the cast concrete 7 to drain the surface,

the noise-absorbing concrete layer is applied as a suitable upper layer to the cast concrete body 7,

the casting concrete body 7 is sealed from the frost-preventing layer 1 in downward direction by the PE foil 5 of sufficient strength,

a PE foil 5 serving as a sealing material against moisture infiltration is connected in an impermeable manner to the body 3 of the sleeper,

water is drained from the surface of the cast concrete body 7 disposed between the reinforced concrete sleeper bodies 3 by means of a drainage system 8, which drainage system 8 is integrated with the prefabricated components at the factory,

the longitudinal sleeper components 2, which serve as vertical and horizontal fixing, are anchored to the reinforced concrete piles 11, 12 and the steel brackets 13, the reinforced concrete piles 11, 12 are nailed below the ground surface by high-pressure injection,

the longitudinal sleeper components 2, which serve for vertical and horizontal fixing, are anchored to the steel piles 11, 12 and the steel support 13, the steel piles 11, 12 are driven under high pressure by injection into the ground,

the anchors 11, 12, 13 are in turn directed in their anchoring direction towards the main load direction,

due to the anchorage to the piles 11, 12 and the steel bracket 13, the body 3 of the sleeper as a rail carrier can be easily adjusted in the air,

the adjustment of the body 3 need only be made at the support ends spaced at greater intervals along the foundation work 11, 12, 13,

by means of this method, even more problematic subsoil layers can be bridged without further expenditure,

the rail 14 is mounted on the new body 3 by conventional standard attachment means 15 and is anchored laterally displaceably to fastening formations 16, which are spaced apart at rail fastening intervals, embedded in concrete in a manner transverse to the rail,

the rail body 14 is supported on the rib 15,

the inclination angle of the rail can be freely adjusted by the rib plate 15,

in the released state of the fastening device 15, the rail body 14 can be displaced laterally on the rib 15,

the sound insulation of the rail 14 and the substructure 1 is achieved by means of sound-damping mats 6 arranged therebetween,

to adapt to different track gauges, only the steel structures 4 and 10 need to be properly changed without changing the reinforced concrete beam 3,

the sleeper body 3, which traverses the upper region of the rail, has a horizontal cylindrical opening which has previously been left open during the concreting process and repeated at regular intervals so that the switch mechanism can be installed subsequently.

Drawings

One embodiment of the invention is illustrated in the accompanying drawings and described in the following detailed description.

Figure 1 shows a cross-section of a novel reinforced concrete beam 3 in the form of a prefabricated part. The fastening formations 16 can be seen to be embedded in the concrete primarily along the length of the beam, with the fastening formations embedded in the concrete at the upper edge of the transverse beam serving to fasten the rail and recurring at rail fastening intervals. It is also possible to see the passage ready for use as a drain 8.

Fig. 2 shows a cross-section of a pair of associated reinforced concrete beams 3 at the beginning of the prefabrication of the longitudinal sleeper component 2. In each case the bottom fastening profile 16 in the longitudinal direction of the beam has been used as an impermeable connection for the foil 5.

Fig. 3 shows a cross-section of a pair of reinforced concrete beams 3, the gauge of which pair of reinforced concrete beams 3 has been fixed by a bottom steel structure 4. The connection between the beam 3 and the steel structure 4 is achieved by means of corresponding fastening profiles 16.

Fig. 4 shows a cross-sectional view of a longitudinal tie with the pre-assembly completed. The transport and casting concrete safety shield 10 is non-rigidly connected to the pair of reinforced concrete beams 3 by fastening profiles 16, while the top and bottom longitudinal and transverse reinforcements 9 are fixed to the steel structure 4. The drain pipe 8 is also preassembled similarly.

Fig. 5 shows a cross-sectional view of the longitudinal sleeper component 2 assembled on site. The sound-damping mat 6 is additionally arranged between the foil of the longitudinal sleeper component and the frost protection layer 1. The channel formed by the pair of reinforced concrete beams 3 and the frost-preventing layer 1 and sealed by the foils 5 is filled with casting concrete 7, which casting concrete 7 is introduced and compacted by a slope that is slightly inclined towards the entrance of the drain pipe 8. After the concrete is solidified, the transportation and pouring concrete safety protection equipment can be detached and can be repeatedly used.

Fig. 6 shows a section of the "new fixed track system for railway transport" ready for operation. After removal of the transport and casting concrete safety device 10, the rail 14 with the rail fastening and rail support 15 is non-rigidly connected to the longitudinal sleeper component 2 by the upper fastening profile 16. Outside each reinforced concrete beam 3, gravel ballast is introduced as a protective and filtering layer.

For greater clarity, FIG. 7 shows a close-up view of FIG. 6.

Fig. 8 shows a cross-sectional view of the support area of the longitudinal sleeper component 2. It is possible to see the concrete high-pressure injection piles 11, which are introduced in pairs into the growing soil 18, and the vertical steel frames 12 fixed therein and the precisely adjustable steel brackets 13 provided on said piles. Before the introduction of the cast concrete, the longitudinal sleeper component or several longitudinal sleeper components are connected non-rigidly to the steel carrier 13 in a precisely positioned manner by the inner fastening profiles 16. An additional cylindrical reinforcement 19 is integrated into the support site.

Detailed Description

According to the invention, the negative problems of fixed rails, such as the extremely expensive soil exchange, become redundant. Previously, existing soil layers up to a depth of 3.0 meters had to be replaced completely, and now instead the anti-icing layer 1, which is sufficiently large in size (maximum 80cm), became a sufficient protective substrate layer on the growing soil 18. This makes the system also suitable for existing soil layers with very low pressure capacity.

By prefabricating the longitudinal sleeper components 2 in large numbers, including the reinforced concrete beams 3, the steel structures 4 and the transport and casting concrete safety devices 10 in the form of steel structures, considerable cost and time can be saved and the rail sections can be refurbished or repaired at night or at a minimum occasionally without interrupting the transport (a replacement of not more than 400m at most is theoretically possible).

The reinforced concrete beam 3 can be industrially prefabricated with maximum dimensional accuracy and minimum mass deviation. Furthermore, two matching parallel beams 3 are assembled to the required length by means of connecting and supporting steel structures 4, 10, which can also be transported, and are provided with foils 5 on the underside. In the installed state, the foil 5 forms a bottom end with respect to the frost protection layer 1 together with the sound-damping mat 6 for sound insulation of the track body and the substructure and prevents the casting concrete 7 from running off.

The gauge of the finished track can be changed at will without changing the reinforced concrete beam 3 simply by changing the dimensions of the steel structures 4, 10 traversing between the rails 14.

Prefabrication similarly involves providing drainage pipes 8 through the beams 3 for drainage, through which water that is trapped in the beams can drain to the outside of the entire structure.

Furthermore, during pre-assembly, the top and bottom longitudinal and transverse stiffeners 9 are inserted and fixed in place by the steel structure 4.

A recyclable steel structure of sufficient size is installed above the reinforcement 9 and the later integrated cast concrete 7 as a transport and cast concrete safety shield 10.

The actual static fastening is achieved by concrete piles 11 inserted in pairs by high pressure injection, and into these concrete piles 11 steel beams 12 are introduced, (or by existing large diameter spiral drilled piles made of reinforced concrete) on which steel brackets 13 are mounted in a manner to traverse the subsequent rail location 14. After precise height, longitudinal and transverse adjustment of the support 13, the preassembled longitudinal sleeper component 2 is placed, aligned and fastened on the support 13. The resulting static and dynamic forces are distributed to the composite piles 11, 12 and the steel support 13. The foundation works need only be placed approximately every 10 consecutive meters, eliminating much of the higher measurement and leveling costs of the old system. Furthermore, these injection piles 11, 12 can be introduced into the existing section with relatively low precision requirements, i.e. can be carried out at night break, so that the concrete can set under operating conditions. As mentioned above, the precise alignment is achieved by means of the steel bracket 13.

The hollow space (concrete trough) present in the pre-assembled reinforced concrete beam structure 2 is first lined with additional reinforcement 19 in the support sites and then filled with poured concrete 7, carefully compacted, leveled and provided with a suitable slope to facilitate surface water flow to the drain pipe 8. For this purpose, high early strength concrete should be used. Statically, longitudinal filling of concrete produces infinitely long slabs with good shunting properties for dynamic forces from acceleration, deceleration and other dynamic forces generated by rail transport. Furthermore, the filling of the space between the sleepers ensures that an optimum contact with the subsoil (the antifreeze layer 1) is maintained.

After the cast concrete 7 has hardened, the transport and cast concrete safety shield apparatus 10 is disassembled.

The rail 14 is then mounted, for example, on two parallel extending prestressed reinforced concrete beams 3 of variable length of suitable static dimensions, by means of conventional connectors 15, and not on a rail grid composed of individual sleepers or on concrete blocks and vertically arranged steel tie rods, as before. Thus, the 360m rail length that is cut can be fully utilized. And the rail inclination is still produced as usual by means of standard ribs 15. All these rail fastening points 15 are accessible at any time later.

By means of the fastening profiles 16, which are embedded in the longitudinal sleeper 3 of reinforced concrete both inside and outside the beam 3 during the prefabrication phase, the noise protection or the switch structure can then be easily provided. This is as simple as disassembling, replacing to a different location or exchanging.

Gravel layers may be provided between the finished rail body sides and the multi-section rail body.

The intuitive advantages of the invention, i.e. the novel fixed track system, are therefore represented by the lower construction costs, the higher installation speed, the relative independence towards the subsoil and the subsequent variability of the track form.

Claims (28)

1. Fixed rail for railway transport, comprising a frame-shaped structure (2) and in which pre-assembled rail carriers of statically defined length are arranged, extending parallel to the rail, characterized in that the rail carriers are supported on piles (11, 12).

2. Fixed track for railway transportation according to claim 1, characterized in that the rail carrier is supported on several reinforced concrete composite piles nailed under the ground in a high pressure injection manner.

3. Fixed track for railway transportation according to claim 1, characterized in that the frame-shaped structure (2) comprises two prefabricated parts (3) of reinforced concrete parallel to the rails.

4. Fixed track for railway transportation according to claim 3, characterized in that said rail carrier is supported on several reinforced concrete composite piles nailed under the ground in a high pressure injection manner.

5. Fixing rail for railway transport according to claim 3, characterized in that in the mounted and aligned condition of the frame-shaped structure the reinforced concrete prefabricated part (3) forms a groove, on the fitting side of which a foil is arranged as bottom termination.

6. Fixed track for railway transportation according to claim 5, characterized in that the groove is filled with cast concrete and forms a longitudinally and transversely reinforced, freely connected continuous slab as the railway upper.

7. Fixed track for railway transportation according to claim 3, characterized in that the parallel extending reinforced concrete prefabricated parts (3) for bearing the load in the final state are pre-bent into a shape opposite to the load.

8. Fixed track for railway transportation according to any of claims 3 to 7, characterized in that the parallel extending reinforced concrete prefabricated parts (3) are sleeper bodies.

9. Fixed track for railway transportation according to claim 8, characterized in that the parallel extending reinforced concrete prefabricated parts (3) are connected to each other by means of steel structures (4, 10).

10. Fixed track for railway transport according to claim 8, characterized in that for final fixing of the longitudinal sleepers (2) the space between the sleepers is filled to a certain height with cast concrete (7).

11. Fixed track for railway transportation according to claim 10, characterized in that the cast concrete is high early strength cast concrete (7).

12. Fixed track for railway transportation according to claim 10, characterized in that the casting concrete (7) has steel reinforcement inserts (9).

13. Fixed track for railway transport according to claim 8, characterized in that fastening profiled parts (16) are provided, which are incorporated in the prefabricated parts of the body (3) of the sleeper in the factory, so that additional components or additional systems can be fastened.

14. Fixed track for railway transport according to claim 10, characterized in that the surface filled with voids of the poured concrete (7) has a slope in order to drain away water from the surface that has seeped up.

15. Fixed track for railway transport according to claim 10, characterized in that a layer of noise absorbing concrete is provided on the cast concrete body (7).

16. Fixed track for railway transportation according to claim 10, characterized in that one PE foil (5) is arranged under the cast concrete body (7) to achieve sealing against the frost-proof layer (1).

17. Fixed track for railway transportation according to claim 16, characterized in that the PE foil (5) used as sealing material against moisture infiltration is connected to the sleeper body (3) in an impermeable manner.

18. Fixed track for railway transportation according to claim 10, characterized in that a drainage system (8) is provided, which drainage system (8) is integrated with the prefabricated parts at the factory for draining away water at the surface of the cast concrete body (7) between the reinforced concrete sleeper bodies (3).

19. Fixed track for railway transportation according to claim 8, characterized in that the longitudinal sleepers (2) as vertical and horizontal fixation are anchored to reinforced concrete piles (11, 12) and steel brackets (13), which reinforced concrete piles (11, 12) are nailed in a high pressure injection manner below the ground.

20. Fixed track for railway transportation according to claim 8, characterized in that the longitudinal sleepers (2) as vertical and horizontal fixation are anchored on steel piles (11, 12) and steel brackets (13), which steel piles (11, 12) are nailed in a high pressure injection manner below the ground.

21. Fixed track for railway transportation according to claim 19, characterized in that the anchoring direction of the anchors (11, 12, 13) is directed in the main load direction.

22. Fixed track for railway transportation according to claim 8, characterized in that the rail (14) is mounted on the new sleeper body (3) by means of existing standard connections (15) and anchored in a laterally displaceable manner on fastening profiles (16) embedded in the concrete traversing the rail at the rail fastening pitch.

23. Fixed track for railway transportation according to claim 22, characterized in that the rail body (14) is supported on a rib (15).

24. Fixed track for railway transportation according to claim 23, characterized in that the rail inclination can be freely adjusted by means of the ribs (15).

25. A fixed track for railway transportation according to claim 23 or 24, wherein the rail body (14) is laterally displaceable on the rib (15) in the released state of the fastening means (15).

26. Fixed track for railway transportation according to claim 1, characterized in that the sound insulation of the rails (14) and the substructure (1) is achieved by sound-deadening mats (6) arranged in between.

27. Fixed track for railway transport according to claim 8, characterized in that the body (3) of the sleeper has horizontal cylindrical openings in the upper region across the rail location, which openings have previously remained open during the concreting process and recur at regular intervals and also enable the switch mechanism to be installed later.

28. Method for manufacturing a fixed track for railway transportation according to claim 1, characterised in that rail carriers of statically defined length extending parallel to the track direction are pre-assembled and supported to several piles.