EP1576240B1 - Method for constructing a rigid track and a communication track - Google Patents

Abstract

The invention relates to a method for constructing a rigid track for high-speed rail traffic. According to said method, the inventive rigid track is either constructed from precast concrete components (7) arranged on a track bed structure (2,4;16), an intermediate region between the concrete components (7) and the track bed structure (2,4;16) being filled in with a solidifying filling material (8) in order to fix the position of the concrete components (7), or from cast-in-situ concrete or a combination of concrete components (7) and cast-in-situ concrete on the track bed structure (2,4;16). The inventive method is characterised in that the track bed structure (2,4;16) is created from an existing ballast bed (2), the ballast being at least partially compacted. The invention also relates to a corresponding communication track of a rigid track.

Description

The present invention relates to a method for producing a slab track for high-speed rail transport from prefabricated precast concrete, which is placed on a support layer and a gap between the precast concrete part and the support layer for fixing the position of the precast concrete part is poured with a solidifying filling material or in-situ concrete or a Combination of precast concrete and in-situ concrete is produced on the base course and a corresponding track of a slab track. The base course is made of an existing ballast bed.

The construction of driveways for high-speed rail transport is usually carried out either on a ballast track or with a slab track, which is made for example of a variety of precast concrete parts. A disadvantage of gravel superstructure is the high maintenance intensity, while in the slab track a longer construction time and higher costs are to be accepted. If a high-speed line is being built, it will either be built on a new line or replace a conventional rail line. In the latter case, the existing ballast bed is completely degraded and built a hydraulically bonded support layer on which the precast concrete or an in-situ concrete layer or a combination thereof are laid or built. This removal of the old line and construction of the new line essentially creates the long construction time and high costs.

The US 3,656,690 describes a track for a high speed train using an existing ballast bed to build the track. The old rails and sleepers are removed and the existing ballast bed is dismantled. The gravel is cleaned and finally rebuilt in the form of a trough. The flanks of the trough are solidified and filled the space between the flanks. Then concrete slabs are built for the new infrastructure. Due to the dismantling of the old ballast bed, the construction time is correspondingly long.

Object of the present invention is to provide a method for producing a slab track and a corresponding track, which avoids the disadvantages mentioned above and in particular to enable fast and relatively low cost high-speed rail transport.

The object is achieved by a method and a roadway with the features of the independent claims.

In the method for producing a slab track for high-speed rail traffic according to the invention, for example, prefabricated precast concrete elements are set up on a base course and an intermediate space between the finished parts and the base layer for fixing the position of the finished parts is filled with a solidifying filling compound. Alternatively, or in combination with the precast concrete elements, the slab track can also be built with in-situ concrete, which is poured on the base course. The base course is made from an existing ballast bed. The gravel used for the old track to be dismantled is thus used for the construction of a base course for the new slab track. According to the invention, the ballast is solidified by a binder between thresholds of a still old track is introduced into the ballast bed and after setting of the binder, the tracks sleepers and superfluous ballast be removed.

If the binder between thresholds of a still old track is introduced into the ballast bed, so this is a very special advantage to see.

The high speed line can thereby be prepared while the rail traffic is still being performed on the old track. There are only the freely accessible areas of the ballast bed filled with binder and thus create the basis for the subsequent construction of the road for the high-speed rail transport. The downtime between rail traffic on the old tracks and rail traffic on the new tracks can thus be kept very short. If, after setting the binder, the tracks, sleepers and superfluous ballast are removed, the basis for the construction of precast concrete slabs on the base course is created. This measure also contributes to a very short shutdown time.

While the conventional ballast bed would not have been suitable to meet the high demands for high-speed rail transport, it is now possible through the processing of the existing ballast bed to significantly improve the properties and to use the former substructure for the new base course. It is thereby achieved the advantage that the conversion of a conventional track system on a track system for high-speed rail transport is relatively quickly and inexpensively feasible.

By connecting the ballast from the existing ballast with a hydraulic binder, in particular cement mortar or a bituminous or plastic-based binder, the support layer produced thereby very stable and especially by the shocks and stresses that arise during operation of high-speed rail transport, very resistant. It is thus a durable and reliable substrate for the installation of precast concrete elements, which are usually used as plates, or the in-situ concrete layer created.

If the binder is pressed under pressure into the cavities of the ballast bed, the result is a possibly full ballast bed enforcing load-bearing area of the ballast bed. The cavities, which are present between the individual ballast stones, are used to position the binder can. The result is a connection between the binder and the ballast, creating a very reliable support layer is created. By using pressure during the introduction of the binder, a particularly deep penetration of the ballast bed with binder is made possible, whereby a very large load capacity is created.

For introducing the binder into the ballast bed injection lances are advantageous, which are shaken into the ballast bed and through which the binder can be pressed into the cavities of the ballast bed. The enforcement of the ballast bed with binder can thereby be very uniform and targeted.

If binder is introduced at least in one direction at a distance from each other, so that hydraulically bound areas and unfilled intermediate areas arise in the ballast bed, so it can be addressed to the individual required carrying capacity of the support layer. At lower load capacity, the unfilled intermediate areas are greater than at a higher required carrying capacity of the base course.

In order to prevent the filling compound poured between the base layer and the precast concrete element from seeping into the unfilled area of the ballast bed, it is advantageously provided that at least the unfilled areas are sealed on the surface. For this purpose, for example, a relatively thin layer of cement mortar is applied to the unfilled and optionally additionally to the bonded areas. The filling material is thereby prevented from flowing into the cavities of the ballast bed and thus not sufficiently support the precast concrete slab.

Additionally or alternatively to the pressing of binder into the cavities of the ballast bed, it is inventive and advantageous if the surface of the ballast bed is milled and the resulting milled material is mixed with the binder. Subsequently, the mixture is applied to the surface of the remaining ballast bed as a support layer. After setting this mixture, the precast concrete slab or the in-situ concrete layer is built on the newly created surface. By this method for bonding the ballast with the binder to form a support layer, a support layer is also created very quickly. However, this is in contrast to the particularly advantageous embodiment of the pressing of the binder between the thresholds of the old track required that the old track has been dismantled before the top layer of the ballast bed is milled and rebuilt.

The mixing of the binder with the resulting milled material can be carried out by applying the binder to the surface of the ballast bed prior to milling. The milling of the binder and the ballast bed automatically mixes binder and ballast. This mixture can then be reapplied and cured on the remaining ballast bed.

Alternatively, it is advantageous for some applications when the binder is mixed after milling with the milled material. For this purpose, the milled-out material is brought, for example, into a mixing chamber in which the binder and the material are mixed with one another and then reapplied to the permanent layer of ballast. After the binding of the binder, a strong and stable base course has been created here.

Another alternative to producing a base layer using the old ballast bed and a binder is that the binder is laid over the ballast bed in the manner of a clamp, the binder penetrating into the surface of the ballast bed, closing it laterally. The ballast bed is thereby prevented from breaking up laterally. The binder, which partially penetrates into the ballast bed ensures thereby a toothing of the bracket with the ballast bed and thus for a stable base course for a trouble-free high-speed rail. The hydraulic binder combines with the gravel of the existing ballast bed and thus forms the load-bearing layer on which the precast concrete elements or the in-situ concrete layer can be built.

If drainage is built into the base course and / or dewatering remains in the existing ballast, the advantages of a stable base course combined with the drainage capacity of a ballast layer are advantageously combined.

In an inventive track of a slab track for a track-bound vehicle of high-speed rail transport from prefabricated precast concrete elements, the precast concrete elements are placed on a support layer. A space between the precast concrete elements and the base layer is poured out to fix the position of the precast concrete parts with a solidifying filler. In place of the precast concrete parts can also be an in-situ concrete layer or in-situ concrete in combination with precast elements for the construction of a slab track.

The base course is made of an existing ballast bed. According to the invention, the ballast in the ballast bed is at least partially solidified by a binder between sleepers of a still old track is inserted into the ballast bed. As a result, the preparation of the substructure of the track for the new track system is already possible if the old Track system still the railroad rolls. Only when the binders, which are anchored in the form of columns in the ballast bed, are tied and the rest of the preparatory work is completed, the construction of a track can be done very quickly. The support layer thus formed is particularly fast and inexpensive to produce and has a high load capacity, as required for the operation of high-speed trains, on. By using the existing ballast bed material and the time to prepare the substructure of the track is significantly reduced.

If the ballast is connected to a hydraulically setting or bituminous or plastic-based binder, a particularly firm and load-bearing supporting layer is obtained.

It is particularly advantageous if the binder is pressed under pressure into the cavities of the ballast bed. This allows a deep penetration of the ballast with the binder. A high strength of the support layer is thus achieved. The binder, which is supplied under pressure to the ballast bed, on the one hand fills the voids of the ballast bed and optionally compresses loose ballast in addition to the connection with the binder.

If the binder is not introduced over the entire ballast bed, but at least in one direction at a distance, so hydraulically bound areas and unfilled intermediate areas are arranged in the ballast bed. The production of such a support layer is thereby made possible very quickly. In particular, when the binder is pressed under pressure into the cavities, a usually sufficient strength and bearing capacity of the support layer is achieved, even if intermediate areas remain unfilled.

To avoid that the filling material seepage between the base layer and precast concrete part in the unfilled areas of the base layer and thus the Cavity between base layer and precast concrete part can not completely fill, is advantageously provided that the unfilled areas are sealed surface with a sealant. Such a sealant may for example be cement mortar, which is applied over the unfilled areas and possibly also the filled areas and thus creates a uniform dense surface for the filling compound.

If the surface of the ballast bed is milled in the ballast bed additionally or alternatively to the injection of binder under pressure and the milled material is mixed with the binder, a composite material is obtained which forms the support layer. This composite material is applied to the surface of the remaining ballast bed and is suitable for constructing the precast concrete or in-situ concrete layer on this newly created surface.

If the binder is liquid and placed like a clip over the ballast bed, a particularly good cohesion of the ballast is obtained from the ballast bed. In some applications, this type of production will be sufficient for the base layer of an existing ballast bed and binder. It is particularly advantageous if the binder penetrates about 5 to 20 cm into the surface and the side surface of the ballast bed in order to effect a clawing of the binder with the ballast layer. It is thus obtained a particularly strong cohesion and a high load capacity of the old ballast bed with the additionally arranged binder. The operation of high-speed trains on the old gravel bed thus processed is made possible.

In addition to the advantages mentioned above, the present invention also has the advantage that, in particular in the case of the arrangement of unfilled and filled areas of the ballast bed, drainage through the unfilled areas can take place. Especially during the expansion phase, while maintaining conventional driving, this is particularly advantageous.

Figur 1

eine Draufsicht auf einen Schotteroberbau mit einem herkömmlichen Gleis und eingebrachtem Bindemittel,

Figur 2

einen Querschnitt durch den Schotteroberbau aus Figur 1,

Figur 3

einen zur Verlegung einer Festen Faserband vorbereiteten Schotteroberbau,

Figur 4

einen Querschnitt durch eine erfindungsgemäße Tragschicht und Fertigteilplatte,

Figur 5

das Fräsen einer Schotterschicht,

Figur 6

einen Querschnitt durch ein Schotterbett mit eingefrästem Bindemittel und

Figur 7

einen Querschnitt eines Schotterbettes mit umgreifendem Bindemittel.

Further advantages of the present invention are described in the following exemplary embodiments. Show it:

FIG. 1

a top view of a gravel superstructure with a conventional track and incorporated binder,

FIG. 2

a cross section through the ballast track FIG. 1 .

FIG. 3

a ballast track prepared for laying a sliver

FIG. 4

a cross section through a support layer according to the invention and precast panel,

FIG. 5

the milling of a gravel layer,

FIG. 6

a cross section through a ballast bed with milled binder and

FIG. 7

a cross section of a ballast bed with embracing binder.

The following embodiments illustrate the invention with reference to a slab track with precast concrete elements. However, the invention is not limited thereto, but can also be used when the slab track is constructed of in-situ concrete or in combination with in-situ concrete and precast concrete elements.

FIG. 1 shows a plan view of a substrate 1 and built on a ballast bed 2 rail grate 3. The ballast bed 2 is prepared for conversion for a support layer of a slab track. For this purpose, a plurality of columns 4 are incorporated in the ballast bed 2, which consist of ballast and binder. The columns 4 are arranged between sleepers 5 and can thus be introduced into the ballast bed 2, without the driving operation must be set permanently. After the columns 4, for example, under pressure and injection lances were introduced into the ballast bed 2, the driving operation can be resumed. Through this only brief interruption, a particularly cost-effective construction or cost-effective preparation of the creation of a slab track is possible.

The columns 4 are arranged in rows, which are each located between two sleepers 5. The unfilled ballast bed 2 is still sufficient in this case to provide drainage. Between the columns 4 is still the unfilled ballast 2.

FIG. 2 shows a cross section through a ballast bed 2 according to FIG. 1 , It can be seen that the columns 4 are arranged on the substrate 1 and are spaced from the surface of the ballast bed 2. In addition, they have distances to each other, which corresponds to the width of the threshold 5 substantially. This makes it possible that the columns 4 can be introduced from the top of the ballast bed 2 ago between the sleepers 5 in the ballast bed 2. The columns 4 are formed with binder and the ballast from the ballast bed 2. The tops of the columns 4 are approximately level so that they later serve as a uniform support layer for a precast concrete slab.

In FIG. 3 is a perspective view of a support layer shown, which according to the representations of FIGS. 1 and 2 was prepared. The old track grid 3 with the sleepers 5 and the rails 6 has been in the meantime reduced. Excess ballast from the ballast bed 2 has been eliminated, so that the surfaces of the columns 4 lie substantially in one plane. The pillars 4 form the pillars for a slab track at a later time. The excess ballast, which was located above the surface of the columns 4 in the old ballast bed 2, was cleared aside and can later be used, for example, to fill the slope.

FIG. 4 shows a cross section through the structure according to the invention of a slab track. On the substrate 1, the ballast bed 2 and the columns 4, which are made of the ballast of the ballast bed 2 and a binder connected thereto, arranged. The track 6 is mounted on a precast concrete part 7, which is designed plate-shaped. The precast concrete part 7 is based on known and not shown spindles on the support layer, which consists of the ballast bed 2 and the columns 4 from. By leveling out the precast concrete part 7 according to the required route of the track 6 creates a cavity between the precast concrete 7 and the base layer of the ballast bed 2 and the columns 4. This cavity is filled with a filler 8 to secure the position of the precast concrete and deflections to avoid.

In order to prevent the filling material 8 from seeping into the unconsolidated ballast bed 2, the surface of the supporting layer is provided with a sealant 9 before the precast concrete part 7 is placed on the support layer. The sealant 9, which is e.g. a cement mortar, causes the filling material 8 can not penetrate into the cavities of the ballast bed 2 and does not completely fill the cavity between the precast concrete part and the support layer.

In order to be able to provide for a drainage of the precast concrete part 7, pipes 10 are provided, which pass the water through the precast concrete part 7, the filling compound 8 and the sealant 9. In the unfilled area of the ballast bed 2, the water can then seep or laterally led out of the ballast bed 2.

FIG. 5 shows the milling of a binder 15, such as mortar or concrete, in the ballast bed 2. On the ballast bed 2, the binder layer 15 is applied, which is milled together with a part of the ballast bed 2 by a mill. The milled material of the ballast bed 2 and the binder 15 is mixed and then applied as a support layer 16 on the remaining part of the ballast bed. After setting of the binder 15 in the base layer 16, a very durable layer for the construction of a slab for high-speed rail transport is created. Instead of applying the binding agent 15 to the ballast bed 2 before milling, it may also be advantageous to remove only the ballast bed 2 with a milling cutter 17 and to mix it with the binding agent 15 in a mixing device (not shown). Subsequently, the support layer 16, as already explained, applied to the remaining ballast bed 2.

FIG. 6 shows a cross section through a support layer 16 according to FIG. 5 on which a precast concrete part 7 is arranged. To fill the cavity between the precast concrete part 7 and the support layer 16, in turn, a filling compound 8 is arranged, which fixes the position of the precast concrete part 7.

FIG. 7 shows a further embodiment of the invention in a cross section through the guideway. The ballast bed 2 is surrounded by a layer of the binder 15. The binder 15 surrounds the ballast bed 2 both on its upper side and on its flanks. As a result, a staple-like embrace of the ballast bed 2 with the binder layer 15 is achieved. The load capacity and the cohesion of the ballast bed 2 is thereby increased and causes a very good load capacity of the support layer, which does not change even with shocks, for example in a crossing - a high-speed train in their position. The maintenance effort Such a route is thereby kept particularly low. The binder 15 can be easily penetrated into the cavities of the ballast bed 2. This is particularly the case when the binder 15 is a low-viscosity mortar which can easily seep into the ballast bed 2 before it sets. On the surface of the binder 15, in turn, the precast concrete part is filled with the track 6 and a filling compound 8 arranged between the precast concrete part 7 and the binder 15:

The present invention is not limited to the illustrated embodiments. In particular, combinations of the individual treatments of the ballast bed 2 are possible. Thus, for example, 2 pillars 4 can be introduced into the ballast bed and, in addition, a base layer 16 can be applied to the pillars 4 by milling. In addition, a clasping according to FIG. 7 in connection with the milling of the FIGS. 5 and 6 and / or the production of columns 4. The binder does not have to be hydraulically settable. Plastic or bitumen based binders may also be used. When using in-situ concrete for the production of the roadway, it is usually not necessary to arrange a filling compound 8 on the support layer 16, unless it is the sealing of the remaining ballast before applying the in-situ concrete intended.

Claims (19)

1. Method for the manufacture of a rigid trackway for high-speed railway traffic either constructed of prefabricated concrete parts (7) that are positioned on a supporting layer (2, 4; 16), where in order to fix the position of the prefabricated concrete parts (7) an intermediate space between the prefabricated concrete parts (7) and the supporting layer (2, 4; 16) is filled with a solidifying filling compound (8), or which is made of locally cast concrete or of a combination of prefabricated concrete parts (7) and of concrete cast locally on the supporting layer (2, 4; 16), whereby the supporting layer (2, 4; 16) is made from an existing ballast bed (2), where the ballast is at least partially consolidated, characterized in that a binding agent (15) is introduced between the sleepers (5) of an old track (6) still present in the ballast (2), and where after the binding agent (15) has set, the track (6), sleepers (5) and superfluous ballast are removed.
2. Method according to the foregoing claim, characterized in that the ballast is consolidated by binding it with a hydraulically setting, a bituminous or a plastic-based binding agent (15).
3. Method according to one of the foregoing claims, characterized in that the binding agent (15) is forced into the voids in the ballast bed (2) under pressure.
4. Method according to one of the foregoing claims, characterized in that injection lances are inserted into the ballast bed (2), in particular by vibrating them into place, through which the binding agent (15) is forced into the voids of the ballast bed (2).
5. Method according to one of the foregoing claims, characterized in that the binding agent (15) is introduced in regions with a space between them in at least one direction, so that hydraulically bonded regions and unfilled intermediate regions are created in the ballast bed (2).
6. Method according to one of the foregoing claims, characterized in that the surface of the unfilled regions is sealed off.
7. Method according to one of the foregoing claims, characterized in that the surface of the ballast bed (2) is cut, the material that is cut out is mixed with the binding agent (15) and is applied to the surface of the remaining ballast bed (2) as a supporting layer (16), and that after this mixture has set the rigid trackway is constructed on the newly created surface.
8. Method according to one of the foregoing claims characterized in that the binding agent (15) is applied to the surface of the ballast bed (2) prior to cutting.
9. Method according to one of the foregoing claims, characterized in that the binding agent (15) is mixed, after cutting, with the material that has been cut out.
10. Method according to one of the foregoing claims, characterized in that the binding agent (15) or the supporting layer (16) is laid over the ballast bed (2) in a type of clip, as a result of which the binding agent (15) penetrates into the surface of the ballast bed (2), closing it at the side.
11. Method according to one of the foregoing claims, characterized in that drainage is fitted in the supporting layer and/or is retained in the existing ballast that remains.
12. Trackway of a rigid track for a railbound vehicle for high-speed railway traffic made of prefabricated concrete parts (7) that are placed on a supporting layer (2, 4; 16), and where an intermediate space between the prefabricated concrete parts (7) and the supporting layer (2, 4; 16) is filled with a solidifying filling compound (8) in order to fix the position of the prefabricated concrete parts (7), or that is made of locally cast concrete or of a combination of prefabricated concrete parts (7) and of locally cast concrete on the supporting layer (2, 4; 16), where the supporting layer (2, 4; 16) is created from an existing ballast bed (2), where the ballast is at least partially consolidated, characterized in that a binding agent (15) is introduced between the sleepers (5) of an old track (6) still present in the ballast bed (2), and where the binding agent (15) and the ballast are introduced to the ballast bed (2) in the form of pillars (4) that form the supporting layer (2, 4, 16).
13. Trackway according to the foregoing claim, characterized in that the ballast is consolidated with a hydraulically setting or a bituminous or a plastic-based bonding agent (15).
14. Trackway according to one of the foregoing claims, characterized in that the bonding agent (15) is forced under pressure into the voids in the ballast bed (2).
15. Trackway according to one of the foregoing claims, characterized in that the binding agent (15) is introduced in sections that are spaced in at least one direction, so that hydraulically bonded regions and unfilled intermediate regions are arranged in the ballast bed (2).
16. Trackway according to one of the foregoing claims, characterized in that the surfaces of the unfilled areas are sealed by a sealing agent (9).
17. Trackway according to one of the foregoing claims, characterized in that the surface of the ballast bed (2) is cut, that the material that is cut out is mixed with the binding agent (15) and applied to the surface of the remaining ballast bed (2), and that the rigid trackway is constructed on the newly created surface.
18. Trackway according to one of the foregoing claims, characterized in that the binding agent (15) is liquid, and is laid together with ballast as a supporting layer (16) like a clip over the ballast bed (2), and that it penetrates between approximately 5 and 20 cm into the surface and the sides of the ballast bed (2).
19. Trackway according to one of the foregoing claims, characterized in that drainage is built in the supporting layer (2, 4; 16) and/or is retained in the existing ballast bed (2) that remains.

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