EP2166149B2 - Unité de pièce de structure de voie ferrée - Google Patents

Unité de pièce de structure de voie ferrée Download PDF

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Publication number
EP2166149B2
EP2166149B2 EP09011833.2A EP09011833A EP2166149B2 EP 2166149 B2 EP2166149 B2 EP 2166149B2 EP 09011833 A EP09011833 A EP 09011833A EP 2166149 B2 EP2166149 B2 EP 2166149B2
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EP
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Prior art keywords
track
track body
concrete
unit according
rail
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EP09011833.2A
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German (de)
English (en)
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EP2166149B1 (fr
EP2166149A3 (fr
EP2166149A2 (fr
Inventor
Martin Hanisch
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edilon)(sedra GmbH
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edilon)(sedra GmbH
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
    • E01B3/38—Longitudinal sleepers; Longitudinal sleepers integral or combined with tie-rods; Combined longitudinal and transverse sleepers; Layers of concrete supporting both rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/004—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with prefabricated elements embedded in fresh concrete or asphalt
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/005—Making of concrete parts of the track in situ

Definitions

  • the invention relates to a track form part unit and a track body constructed therefrom for rail vehicles.
  • the track body can be assembled from prefabricated concrete parts or built entirely or partially in cast-in-situ construction, i. to be poured on a prepared surface at the construction site.
  • the German utility model no. 203 06 978.1 describes the use of two concrete troughs cast in a precast concrete plant for receiving one rail profile each. With the help of several bridges, the troughs are attached at their intended distance to each other and placed on the ground before the area between and under the troughs is poured with concrete to complete the track body.
  • the connection of two prefabricated rail troughs through an in-situ concrete slab in the track center contributes to the avoidance of tensile stresses and cracks in the rail troughs.
  • DE 202 15 204 U1 describes a fixed track having a track forming unit including first and second prefabricated track formations.
  • the two track body moldings each have a bar-like concrete body extending in a longitudinal direction and are arranged parallel to each other and spaced from each other.
  • the two concrete bodies of the first and second track body molding are connected by a steel structure.
  • the present invention provides a track forming unit having a first and a second track body molding.
  • Each of the track body moldings has a beam-like concrete body extending in a longitudinal direction and can receive a rail profile to form, together with the other track molding, a track body for guiding rail vehicles.
  • the concrete body of the two track body moldings are mutually parallel and spaced from each other.
  • the track body molding unit according to the invention further comprises a spacer disposed between the concrete bodies of the first and second track body members with a common reinforcing member cast in the concrete bodies of the track body moldings and fixing the concrete bodies at a predetermined distance from each other.
  • the spacer is designed as a rigid spatial framework or rolled section. This can prevent buckling of the spacer in the vertical direction or horizontally in the longitudinal direction, which would result in an undesirable change of the distance in the transverse direction.
  • the truss or roll profile is designed to withstand the stresses encountered in the manufacture, transport, placement on the subgrade, and concreting of the track form member assembly.
  • the at least one spacer is arranged below the intended Betonglallieris between the two track moldings and is thereby poured in the construction of the track body in an in-situ concrete slab, with a given concrete cover of typically several centimeters can be maintained. This makes it possible, the track moldings without additional elements, such as from above into the rail recesses engaging bridges, to be arranged at a predetermined distance from each other and hold when the space is concreted out.
  • each track body molding preferably serves as a rail trough for receiving a rail section of a railroad track.
  • On one or preferably on both sides of the rail recess can extend parallel to this extending cheeks upwards.
  • the longitudinal direction of the concrete body extends substantially horizontally in the direction of the track course.
  • the concrete bodies are spaced apart from one another in a transverse direction, which is also substantially horizontal and transverse to the longitudinal direction, in order to maintain the track width.
  • under the concrete bodies may be located as a base layer a planum on which the track body is constructed.
  • the cheeks on either side of the rail recess may extend upward below the upper edge of the rail profile.
  • for fastening the rail profile is usually sufficient pouring of the lower part of the profile in a potting compound, while the upper part of the rail profile protrudes beyond the cheeks and arranged in the recess between them potting compound.
  • the flanges run in between in a free upper part of the gap the rail profiles.
  • each concrete body higher than the outer cheek and advantageously higher than the upper edge of the rail profile or at least as high as this to form a derailment protection.
  • the inner cheek may thereby be more similar to a protective rail mounted in a conventional track with sleepers for allowing lateral guidance of a derailed wheel between the rail profile and the inner cheek.
  • a substantially horizontal flat runflat surface is formed in the manner of a step between the bottom of the rail recess and the inner cheek, which can serve as a tread the flange of a derailed wheel. This is particularly advantageous on hazardous sections, such as on and under bridges and in tunnels. In the Noterton formation a groove for receiving and lateral guidance of the wheel flange established groove may be formed.
  • a step disposed between the outer cheek and the rail recess serves as a temporary tread for a derailed wheel.
  • the spacer may have two superimposed rigidly interconnected elements. This creates the opportunity to be able to absorb even moments about the longitudinal axis of the track body of the concrete bodies and to prevent tilting thereof by rotating about the longitudinal axis.
  • the two superimposed spacer elements can be loaded on pressure and / or train.
  • the spacer elements may include reinforcing elements projecting out of the concrete bodies.
  • Triangular bracing generally means truss-like connection structures between the two spacer elements or the concrete bodies adjacent to their ends, which extend both in the transverse and in the vertical direction, that is to say run obliquely or contain diagonals.
  • the spacer elements could also be connected to each other by a quadrilateral connection.
  • a rigid framework three or more substantially horizontal bars or straps of structural steel can be used, which are located vertically on at least two different heights and are preferably connected in pairs by means of triangular struts to form a lattice girder.
  • the lattice girder may have a triangular cross-section.
  • the bars may also be part of one or more mats or be arranged on this and / or parallel to their bars and connected to the steel mesh.
  • a rolled section can be used as a spacer.
  • a rigid, spatially extended structure is created as a spacer.
  • the framework of the spacer may be part of a reinforcement which is cast in the concrete body of at least one of the two track body moldings.
  • spacer elements are present, which are also cast in the concrete body of both track body moldings.
  • the concrete bodies are already poured together in a precast concrete plant with serving as spacers, connecting them common reinforcement elements. In this case, no further alignment with respect to the predetermined track width and a parallel alignment of the two track body moldings with respect to one another on the construction site need be made more on the construction site, as a result of which the number of degrees of freedom is considerably reduced. There are no additional, e.g. Attached from above in the rail recesses engaging bridges and later removed.
  • the framework of the spacer may be either two or more individual beams distributed over the length of the concrete body, e.g. Lattice girders act.
  • planar structures such as reinforcing steel mats, which can extend over the entire length of the concrete bodies in a substantially horizontal plane.
  • Two parallel mats can be stacked on top of each other and joined together with triangular braces to increase their flexural rigidity.
  • It can also be a rigid steel mat with one or more individual bars connected by triangular bracing rigid.
  • the welded mesh can be braided or welded.
  • the spacers preferably extend at right angles to the concrete bodies, so that they can counteract changes in distance between the concrete bodies essentially by means of pure compressive or tensile forces.
  • At least one of the concrete bodies has a height adjustment device for adjusting the final height of the concrete body above the ground and for securing the concrete body at this height.
  • a concrete body contains at least two height adjustment devices distributed over its length in order to be able to set the desired course of the rail height in the longitudinal direction and to be able to compensate for any deviations or irregularities in the height of the surface.
  • the concrete body of both track body moldings include height adjustment devices to adjust the height of both concrete body independently relative to the planum. With two height adjustment devices per concrete body, the height profile of both track body moldings including any pitch can be specified, at the same time a possible bank of the track body are set.
  • the height adjustment device preferably includes a fixedly mounted in the concrete body, e.g. already cast in the manufacture threaded sleeve and a rotatably received in the threaded sleeve threaded bolt.
  • the threaded sleeve preferably extends in the vertical direction and may be arranged in the region of the rail trough. Preferably, viewed in cross-section, it extends approximately through the center of gravity of the concrete body, so that no substantial forces in the transverse direction occur when supporting the concrete body through the threaded bolt arranged in the threaded sleeve, which could lead to tilting of the concrete body in the transverse direction.
  • the threaded bolt is adapted to be extended out of the concrete body by rotating downward to raise the concrete body to the desired height above the ground.
  • a steel plate may be provided thereon as a base for the threaded bolt.
  • a protective concrete layer may be present to prevent punching of the steel plate by the threaded bolt.
  • a flat, frost-proof surface is provided on which the track body molding unit according to the invention is preferably arranged in a longitudinally extending row with further track body molding units. Then all track moldings are adjusted to the desired heights. Then lateral formworks are mounted in the concrete body, which can also be designed as a lost formwork and then remain on the track body. Depending on the location and height of the track moldings, these can themselves serve as formwork or an essential part of the same. Subsequently, by pouring fresh concrete into the space between and under the track moldings, an in-situ concrete core is poured which extends upwardly beyond and encloses the spacer.
  • the threaded bolts of the height adjustment can be removed and the threaded sleeves are sealed with a potting compound. Thereafter, the rail profiles can be installed and longitudinal connections between several track body sections are made.
  • a plurality of vibrating holes may preferably be provided in the region of the rail recess.
  • Fig. 1 shows in a schematic cross-sectional view of a track body 1 for a railway track with a solid track according to the present invention.
  • the track body 1 is constructed on a frost-resistant support layer 4, which forms a planum.
  • a frost-resistant support layer 4 On the planum resting is a 1 cm thick bitumen insulation 41, which serves to protect against water. To allow drainage, the bitumen layer falls from the track center to the edge slightly off.
  • a 5 cm thick protective concrete layer 42 Above the bituminous layer is a 5 cm thick protective concrete layer 42, which prevents punching of a threaded bolt of a height adjustment, which in conjunction with Fig. 2 will be described in more detail.
  • a polyurethane layer 45 eg Sylodyn®
  • the track body 1 further comprises two cast in a concrete precast concrete track mold parts 2, 3, which have a U-shaped profile with two upwardly projecting cheeks 21,22 and 31, 32 and respectively arranged therebetween a rail recess 23, 33, the Receiving a Vignolprofils not shown for guiding rail vehicles is provided.
  • the rail troughs of the track form parts 2, 3 are several meters long segments which are arranged parallel to comply with the predetermined track and connect in a direction perpendicular to the plane extending longitudinal direction of not shown further track body moldings same type to form a longer track body.
  • reinforcing elements such as a structural steel mat 7 are cast, with the help of the track moldings are connected to each other and form a rigid framework 78.
  • the structure and function of the reinforcing elements will be described in more detail in connection with the following figures.
  • the track body moldings 2, 3 are embedded in an in-situ concrete slab 5, which extends substantially between and below them and is adapted to transfer the weight of the rail vehicles from the track body moldings 2, 3 to the support layer 4.
  • Each of the track body moldings 2, 3 has a through hole 24 which belongs to a height adjustment device 20, which is described in more detail in connection with the following figures. Since the track body 1 apart from elevations, switches, etc. is preferably constructed largely symmetrical to a vertical plane 46 in the track center, in the following drawings, only the left half of the in Fig. 1 or other embodiments shown in an enlarged detailed representation.
  • Fig. 2 shows the track body molding 2 from Fig. 1 in an enlarged view. Together with the track body molding 3, not shown Fig. 1 For example, it has been cast in a precast concrete plant with a structural steel mat 7 which extends through both track body moldings as a common reinforcing element.
  • the track body molding 2 includes further reinforcing elements, which include reinforcing cages 71, 72, which are cast into the cheeks 21, 22.
  • a second reinforcing mat 8 runs daringly and parallel to the mat 7 below this.
  • the mat 8 is fastened to rods of the reinforcing baskets 71, 72 projecting downwards from the track body molding 2 by welding. In contrast to the mat 7, the mat 8 is not cast in the track moldings.
  • the mats 7, 8 are formed by a zigzag, in several, extending in the transverse direction bars Fig. 3 more precisely shown arrangement of steel bars 9 connected together to form a rigid bar structure 78.
  • the reinforcement 7 thereby also serves as a spacer for the track mold parts 2 and 3, which can be manufactured as a track mold unit as a whole in the precast plant and installed on the construction site without alignment of the track moldings relative to each other by establishing the in-situ concrete core 5.
  • the height adjustment device consists of a vertically downwardly extending from the rail recess 23 through hole 24 in which a threaded sleeve 25 is firmly anchored by setting in concrete.
  • a threaded bolt 26 In the internal thread of the threaded sleeve 25 engages a threaded bolt 26 which is rotatable for height adjustment.
  • a flat support surface 27 At its lower end, it has a flat support surface 27 which can be brought into contact by turning the screw with a steel plate 43.
  • the steel plate 43 is used in conjunction with the protective concrete layer 42 of the power transmission of the threaded bolt 25 on the support layer 4, and prevents punching of the bolt by an excessive surface load.
  • the track body 2 can be adjusted to the desired height.
  • height adjustment device in the course of the track molding 2 an optionally desired longitudinal inclination of the track body and the same height connection to other, longitudinally adjacent, not shown track body moldings can be achieved.
  • an optionally desired bank of the track body 1 can be adjusted.
  • Fig. 3 shows a schematic, central perspective view of a kind of zigzag arrangement of rods 9 in a framework 78, as shown in the Fig. 1 and 2 is shown.
  • bars 9 are arranged in Jardindiagonalcardien, wherein the bars 9 form two zigzag rows extending in the transverse direction, ie in the plane of the drawing to the central point.
  • the first row extends between a rod 11 of the mat 7 and a parallel, in the longitudinal direction, ie, here to the left offset rod 12 of the mat 8.
  • Another zigzag row extends in a similar manner between the rod 12 and a rod 11 parallel to the rod 13 of the mat 7.
  • the rods are 7. 8 rigidly connected to each other.
  • the rods are welded, but could also be connected differently, eg by braiding.
  • Fig. 3 The arrangement in Fig. 3 is given as an example only and could be chosen differently.
  • the rods 9 can also be connected to the mats 7, 8 away from the points of intersection.
  • the bars of the two rows of zigzags also do not need to be connected to the mat at common connection points 16, but could be fastened at different locations.
  • FIG. 4 As in the Figures 2 . 4 .
  • the framework also does not need to run symmetrically to the center of the track. Instead of one of the mats 7, 8, a single rod or a pair of parallel rods may be sufficient. These can also be cast in one or both track body moldings 2, 3. In a preferred embodiment, a plurality of longitudinally spaced apart rod structures, each having a lattice girder similar to those in Fig. 3 shown between two mats 7, 8 arranged.
  • the molds for the track mold parts 2 and 3 are first provided with the reinforcement cages 71, 72 as well as the steel mat 7 extending into both molds and the threaded sleeves 25. Subsequently, the track mold parts 2 and 3 are poured and the downwardly projecting rods of the reinforcement cages 71,72 welded to the steel mesh 8, so that both mats 7, 8 are arranged flat and parallel to each other. Subsequently, individual bars of the mat 7, for example by the framework 78 similar to those in Fig. 3 welded to parallel bars of the mat 8 in order to give the track form part unit flexural rigidity and in particular to prevent bending of the structural steel mats 7, 8 by moments about the axis of the longitudinal direction. These operations can still be carried out in the precast concrete factory.
  • the track form part unit according to the invention is placed on the support layer 4, which is preferably reinforced by the protective concrete layer 42 and the steel plates 43, and then raised to the desired height by screwing in the threaded bolts 26.
  • an in-situ concrete slab 5 is poured under and between the track moldings 2 and 3, which includes the reinforcing elements including the mats 7 and 8 while maintaining the necessary concrete cover.
  • a swelling belt 76, 77 attached below the intended concrete filling height to the track body molding can be used.
  • a slow swelling tape is used, which reaches its maximum extent only after the setting of the concrete of the in-situ concrete slab 5 and thereby ensures a reliable sealing of the joints 74, 75.
  • a jointing compound could be subsequently applied from above to seal the joints.
  • Fig. 4 shows one of the Fig. 2 similar representation of another embodiment of the present invention. It is mainly the differences to those in the FIGS. 1 and 2 illustrated embodiment, while otherwise reference is made to the description there.
  • the track form part unit contains two horizontal parallel cast-in bars, of which in Fig. 4 only a front rod 14 is visible.
  • the two rods are similar to those in Fig. 3 through a truss structure with triangles formed from diagonals Fig. 3 shown welded with a rod 15 which is arranged on the steel mesh 8 parallel to this and welded thereto. Further, the rods have been connected within the Gleich restructuringformteils 2 before the casting process with the Reinforcing baskets 71, 72 and cast with these.
  • Fig. 5 shows the in Fig. 4 illustrated arrangement in the finished state.
  • the threaded bolt 26, which is no longer required for height fixing, whose previous position is shown in dashed lines, has been removed from the threaded sleeve 25 and the cavity has been filled with a potting compound.
  • a rail profile 28 is mounted and embedded in an elastic potting compound 29.
  • absorber plates 51, 52 have been mounted, the upper surfaces of which are straight and with which the side cheeks 21, 22 are flush.
  • the absorber plates are concrete roughening plates with a high roughness, which serve to reduce airborne noise and thereby reduce the noise generated by rail vehicles.
  • the absorber plates 51, 52 in the middle of the track and on the outer sides, together with the side cheeks of both rail body moldings 2 and 3, create a surface that can be driven on road vehicles.
  • a drivable track body can serve for example in trams at the same time the general motor vehicle traffic. Even with a use of the track body only for public transport can be a regular or at least occasional passability, such as by Buses (eg as replacement traffic) or maintenance vehicles be advantageous. In the case of long-distance railways, trafficability of the track body by maintenance or emergency vehicles may be necessary, in particular on inaccessible sections of the road, such as in tunnels or on bridges.
  • the absorber plate 52 disposed in the middle of the track has at its upper side in the middle a longitudinal groove 54, in which a line conductor 55 is arranged, which can be used for train control systems, such as the Wegnzugbeeinhneung (LZB).
  • Fig. 6 shows one of the Fig. 2 similar arrangement in the finished state with a arranged in a potting compound 29 rail profile 28.
  • the track body molding 2 shown has additional integrated derailment protection.
  • the inner cheek 22 is higher than the outer cheek 21 and extends at its upper surface at the level of the upper rail edge. You could also be trained higher.
  • a step 56 which, like the cheeks 21, 22 is provided with a reinforcement cage 73.
  • the upper surface 57 of the step 56 may serve as a run-flat surface for the flange of a derailed wheel in the event of a derailment, while a side surface 58 of the inner beam 22 allows for lateral guidance.
  • the present invention provides a track forming unit consisting of two track moldings 2, 3 for erecting a tracked track 1 with a fixed track.
  • the two track body moldings 2, 3 have parallel to each other arranged concrete body for receiving rail profiles 28, which are fixed by a spacer in the predetermined to maintain the track distance from each other.
  • the space between the track body moldings 2, 3 is provided for establishing an in-situ concrete slab 5 connecting the track body moldings, wherein the spacer is disposed below the Betonphilllcludes and is formed from a rigid spatial truss 78 or roll profile.
  • Both track moldings 2, can already be fixed in the concrete precast plant by pouring common reinforcement elements 7 at the required distance from each other.
  • the in-situ concrete slab 5 to be erected between and under the track body moldings can be cast without the need for additional spacers for alignment and removal.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (10)

  1. Unité de pièce de structure de voie ferrée, qui comprend :
    une première et une deuxième pièce de structure de voie ferrée (2, 3) préfabriquée, qui présentent respectivement un corps en béton en forme de poutre, s'étendant dans une direction longitudinale, et sont disposées parallèlement et à distance l'une de l'autre,
    les corps en béton des pièces de structure de voie ferrée (2, 3) présentant respectivement une face supérieure qui présente un évidement pour rail (23 ; 33) moulé, s'étendant dans la direction longitudinale et destiné à recevoir un profilé de rail (28), et, sur le côté de l'évidement pour rail (23) tourné vers le milieu de la voie ferrée, une joue (22 ; 32) intérieure parallèle à celui-ci et s'étendant vers le haut ainsi qu'une autre joue (21 ; 31) s'étendant vers le haut, l'évidement pour rail (23 ; 33) étant disposé entre les deux joues (21, 22 ; 31, 32) du corps de béton respectif,
    le profilé de rail (28) étant fixé dans l'évidement pour rail (23 ; 33) au moyen d'une masse de scellement (29),
    un écarteur qui est disposé entre les corps en béton de la première et de la deuxième pièce de structure de voie ferrée (2, 3) et présente un élément d'armature (7, 14) commun qui est coulé dans les corps en béton des deux pièces de structure de voie ferrée (2, 3) et immobilise les corps en béton à une distance prédéterminée l'un par rapport à l'autre, l'écarteur étant réalisé sous la forme d'un système de barres (78) tridimensionnel, rigide en flexion, ou d'un profilé laminé.
  2. Unité de pièce de structure de voie ferrée selon la revendication 1, qui présente en outre un gradin (56) formé entre l'évidement pour rail (23) et la joue (22) intérieure.
  3. Unité de pièce de structure de voie ferrée selon l'une des revendications 1 ou 2, dans laquelle le système de barres (78) présente au moins deux éléments d'armature (7, 8, 14) disposés l'un au-dessus de l'autre, qui relient les deux pièces de structure de voie ferrée (2, 3) et sont reliés entre eux par un entretoisement triangulaire (78) disposé entre eux.
  4. Unité de pièce de structure de voie ferrée selon l'une des revendications 1 à 3, dans laquelle l'élément d'armature commun présente au moins un treillis soudé en acier de construction (7).
  5. Unité de pièce de structure de voie ferrée selon l'une des revendications 1 à 4, dans laquelle les pièces de structure de voie ferrée (2, 3) sont reliées entre elles par plusieurs poutres en treillis espacées les unes des autres dans la direction longitudinale.
  6. Unité de pièce de structure de voie ferrée selon l'une des revendications 1 à 5, dans laquelle au moins une des pièces de structure de voie ferrée (2, 3) présente un dispositif de réglage en hauteur (20).
  7. Unité de pièce de structure de voie ferrée selon la revendication 6, dans laquelle le dispositif de réglage en hauteur (20) est conçu pour régler la hauteur du corps en béton de la pièce de structure de voie ferrée (2, 3) au-dessus d'une plateforme de voie (4) et pour fixer le corps en béton à cette hauteur.
  8. Unité de pièce de structure de voie ferrée selon la revendication 7, dans laquelle le dispositif de réglage en hauteur (20) comporte une douille taraudée (25), fixée dans le corps en béton de la pièce de structure de voie ferrée (2, 3), et un goujon fileté (26) logé avec possibilité de rotation dans la douille taraudée.
  9. Structure de voie ferrée (1) comprenant une voie de roulement rigide, qui comporte une unité de pièce de structure de voie ferrée selon l'une des revendications 1 ou 2, la joue (22) intérieure s'étendent vers le haut au moins jusqu'à la hauteur du bord supérieur du profilé de rail (28).
  10. Structure de voie ferrée (1) comprenant une voie de roulement rigide, qui comporte une unité de pièce de structure de voie ferrée selon l'une des revendications 1 à 8, un espace entre les corps en béton des pièces de structure de voie ferrée (2, 3) étant rempli avec du béton qui entoure l'écarteur.
EP09011833.2A 2008-09-22 2009-09-17 Unité de pièce de structure de voie ferrée Active EP2166149B2 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810048358 DE102008048358A1 (de) 2008-09-22 2008-09-22 Gleiskörperformteileinheit

Publications (4)

Publication Number Publication Date
EP2166149A2 EP2166149A2 (fr) 2010-03-24
EP2166149A3 EP2166149A3 (fr) 2011-06-15
EP2166149B1 EP2166149B1 (fr) 2013-11-06
EP2166149B2 true EP2166149B2 (fr) 2016-09-28

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DE (1) DE102008048358A1 (fr)

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CN103911922B (zh) * 2013-01-03 2015-12-02 中铁十一局集团第一工程有限公司 一种铁路自密实混凝土移动灌注机
GB2554348B (en) * 2016-09-13 2021-10-20 Univ Nottingham Tram, light rail and guided bus systems and components
CN119145253A (zh) * 2024-11-04 2024-12-17 兰州交通大学 一种用于整体道床承轨槽侧部传力的加强结构

Citations (2)

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Publication number Priority date Publication date Assignee Title
DE19816407C1 (de) † 1998-04-11 1999-10-28 Pfleiderer Verkehrstechnik Betonschwelle für eine feste Schienenfahrbahn
DE10230741C1 (de) † 2002-07-09 2003-09-18 Pfleiderer Infrastrukturt Gmbh Zwei- oder Mehrblockschwelle und Verfahren zu ihrer Herstellung

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DE20306978U1 (de) 2003-05-06 2003-07-10 Edilon GmbH, 80689 München Gleiskörperformteil und aus Formteilen errichteter Gleiskörper
EP1736599B1 (fr) * 2005-06-20 2009-07-01 Manfred T. Kalivoda Procédé de construction de voie pour un chemin de fer ou analogues

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DE19816407C1 (de) † 1998-04-11 1999-10-28 Pfleiderer Verkehrstechnik Betonschwelle für eine feste Schienenfahrbahn
DE10230741C1 (de) † 2002-07-09 2003-09-18 Pfleiderer Infrastrukturt Gmbh Zwei- oder Mehrblockschwelle und Verfahren zu ihrer Herstellung

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EP2166149B1 (fr) 2013-11-06
EP2166149A3 (fr) 2011-06-15
DE102008048358A1 (de) 2010-03-25
EP2166149A2 (fr) 2010-03-24

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