DE19848655A1 - Method for preparing track of high speed railway - Google Patents

Abstract

The method for preparing and leveling a high speed rail track involves supporting the track on a concrete base using special equipment to separate the concrete base from the underlying strata and lifting the complete track. This allows insertion of a controlled thickness of support layer (3) before the track is dropped back and compacted. The track is prepared and leveled in a continuous process.

Description

Technical field

To make rail transport more attractive, the speed ten of the trains constantly increased. The classic ballast track construction triggers its limits, because when designing for high-speed trains who the maintenance intervals due to the high loads on the sheet ter and the exact location of the tracks required. For a few years tenth is therefore the tendency towards so-called ballastless superstructures, also called slab tracks that have longer maintenance intervals. Difficulties are still the rare, but still required refurbishment of the slab tracks when subsidence reason.

The invention now relates to methods and devices for the remediation of Solid roadways by introducing leveling material under or in the road surface to be renovated.

State of the art

Various methods are known, lowering of slab tracks eliminate and create voids under slab tracks again to fill up without removing or breaking the road as a whole. All these methods have in common that they raise the road and fill the resulting gap underneath, or that they are under the Press material into the roadway and lift it up again.

So z. B. from DE 42 01 108 C2 a method known, which he leaves an endless concrete pavement due to its sufficient elasticity in to raise and refill an area to be renovated. For this Purpose, the concrete pavement either has recess chambers into which hydraulic presses are used, or the lifting takes place by means of Crossbeams.

It is now difficult for physical reasons to fill the irregular cavities under the solid roadway, which are made up of narrow and twisted channels, as they arise when the filling material is lifted or pressed in. It is now difficult for physical reasons: For the filling speed V / t (volume per time) of the narrow cavities in a first approximation use Hagen-Poiseuille's law:

V / t is the volume flow of a liquid with the viscosity η pro Unit of time (current), and Δp the pressure drop over the length l of a tube res with radius R. Ver decrease the radius to 1/10 of the initial value the flow rate is reduced to 1/10000!

To make matters worse for the filling process, most of the ver filling goods (e.g. concrete) are thixotropic, d. that is, its viscosity depends heavily on the Flow rate! This means that when the cross becomes narrower the decreasing flow velocity of the channels to be filled Viscosity skyrockets exponentially as soon as a certain Ge speed is undershot. The finest channels are hardly good fillable and only act like a sieve into which water can still penetrate, whereas the solid components get stuck early. These are not fine backfilled rooms in turn form weak spots for future flushing and subsidence.

DE 196 31 430 A1 therefore avoids the use of thixotropic tough Substances by adding sand, which in thin water as a carrier material is distributed. The control of the process is relative expensive because the water lifts the road and the road lifts itself settles on the deposited sand after completing the flushing. For the renovation of conventional ballast construction, it is known that Lifting rails and sleepers at new points to be relined and to replace the loose gravel there and also a new plan for one inflict. So z. B. verfahrba by different companies on the tracks re reformers in use. However, this is not suitable for celebrations Roadways.

The disadvantages of the known methods for refurbishing Fe ster roadways are summarized below:

• 1. Many processes are based on a separation process that is random, capable and form leaves undefined separating layers, e.g. B. by columns and tearing.
• 2. Separation processes that would be able to provide the often very high required Separation forces (resulting from the bond forces between the layers ten) are often unsuitable because these forces are not under control could be and the web body or the layers themselves partially or would be completely destroyed.  
• 3. settlement compensation by pressing a previously created gap leads due to the high pressure required in general and the Relatively low weight of the road to uncontrollable Elevations so that the track setpoint is destroyed.
• 4. Settlement compensation by pressing without a gap uses the high Press resulting buoyancy forces to lift the road and thus settlement settlement. Unfortunately the pressure spread cannot are controlled sufficiently so that the method is only very imprecise works and the new track is more of a coincidence.
• 5. The physical laws applicable to the procedures result in the The procedure is usually bad when used in a narrow gap test conditions while in high space ideal conditions would be given. This means that all processes are tortured in the narrow gap. Especially this also applies to viscous thixotropic materials such as concrete.
• 6. Formation improvement machines for ballast construction can be found at Creation of the work space utilizing the high elasticity of the track grate zen by lifting it effortlessly 1 meter. This is for parties Roads not possible due to the high bending stiffness.
• 7. Formation improvement machines of ballast construction exchange top and Substructure material, with the process practically a relocation of the Track corresponds. In any case, the track must be new after the materials aligned, stuffed, measured and reworked to be stuffed. It is not possible to rebuild the gravel around it to exchange, renew and compact the directional track. A defined exchange or renewal is not possible Lich.
• 8. Many procedures (e.g. injections) work slowly, are expensive and can often cannot be automated.
• 9. Many processes cannot really be controlled. The influenceable What ends on the surface of the slab track, what happens underneath is a coincidence (e.g. when pressing).
• 10. In many processes, the roadway must already be built Precautions are taken for the only possible renovation case (lifting niches, compression hoses, separating layers).

Object of the invention

The object of the invention is to solve the filling problems described above bring material under the slab track for the purpose of renovation occur, avoid and therefore compensation layers without errors and To be able to create weak points.

Presentation of the invention

The task is indicated by the in the indicator of the main claim Features resolved. Special versions can be found in the lower section sayings.

To this end, the invention provides for the layers of the slab track to separate by mechanical means such that defined boundary surface Chen are formed, or with larger material discharge rooms that later can be filled in more easily. The lane does not have to or can hardly be raised above the target height and there are no problems because of the filling of narrow, irregularly shaped channels.

In a first possible embodiment, the support plate is attached to the relevant areas raised and the slab track from the lower reason separated.

(Solid carriageways have a layered structure, e.g. the following den: on the ground follows a hardly continuous frost protection layer, then a so-called hydraulically bound base layer (HGT), above then a reinforced concrete belt, the support plate, on which sleepers are attached Rails can be or directly on the corresponding supports Rails. The term slab track is commonly used for all Layers used from the HGT upwards. The frost protection layer is then part of the subsurface. The one to be described below Procedure is now most convenient between the HGT and the frost protective layer can be used, although it is, if with greater effort, could also be used between reinforced concrete tape and HGT).

The separation of the layers (preferably concrete road and HGT) un ter formation of defined interfaces can, for. B. by splitting with a Wedge in the direction of progress of the renovation, possibly with support separation or exclusively by means of a separation chains, band saws, jigsaws, water jets or the like. All these  Processes create defined interfaces (in contrast to ge customary renovation procedures) and everyone more or less also wear Material. (Even the wedge alone wears off, because it becomes the upper fe exempt from the hanging layer of hanging parts of the lower layer where created by a smoother surface).

In order to get enough work space for later steps, in a preferred embodiment of the method, one of the layers, preferably the lower (less solid), more worn. But it can of course, the connection area of the two layers spatially will wear.

By removing material and creating work space, you don't need to lift the slab surface above. This is of great advantage, since the raised concrete body is only limited te elasticity. Generate conventional lifting and renovation processes on the other hand, with break-free lifting only tiny and chaotically shaped twos spaces that are difficult to fill. The method according to the invention therefore also allows renovation of very small-scale settlements.

In variants of the method according to the invention, it is even possible to use the Solid carriageway not at all, or only very slightly, over the later one To increase the target dimension, namely if afterwards with a settlement-free Material is filled, e.g. B. with compacted concrete, the plastically self is cuddly and therefore does not require any surface treatment.

To separate the crucial layers of a slab track in the In the event of a later refurbishment, you can already improve it Manufacturing a predetermined breaking point, e.g. B. a release film or not or only weakly bound layer (e.g. sand). A separation Layer meadow preferably has a layer thickness of about 2 to 5 centimes tern on.

The upper separated layers are lifted in the above Embodiment by sliding or rolling over an inclined plane. It can be pressed in lubricants, z. B. already in the divisive Wedge. Lifting on the rails is disadvantageous because of the hanging heavy weight of the slab track.

The calculated amount of backfill is now in the created work area dimensionally accurate z. B. by belts, snails, by blowing, rinsing, spray hen or baffles introduced. The backfill material can lead unbound ben or by adding binders (hydraulic or on plastic Ba sis) are solidified. The compression takes place z. B. by rolling and shaking,  leveling with a screed or planer. The surface can then be used Adhesive material to be sprayed. As backfill z. B. sand, gravel. Grit, bitumen, or processed material from the separation. After the leveling layer has been made, the roadway is lowered. By shaking the road, e.g. B. with external vibrators, can be densified and a better connection of the united areas can be achieved. The settlement settlement is checked.

It can also be done without lifting the target position and then lowering it later Insert material under a slab track approximately in the desired position to be brought. External vibrators take over the compaction of the mate rials during backfill. This is particularly easy with hardening Masses, e.g. B. Concrete. Since the load of the slab track is not yet on the renovated surface, it is better to experience one a few millimeters above the target height, which then after removing the lifting means by the weight of the fixed driving path is depressed.

In contrast to the conventional, discontinuous, Sa Fixed carriageways are described in this version Example of a continuous process in which a Section of the route is continuously run over by a rehabilitation device. Of course, this does not mean that the renovation equipment does not sometimes work ne locomotion. It is essential that for each section of the road, which is opened and lifted at the beginning of the device, at the end of the Rehabilitation device again a lane section on the underfill is lowered or only underfilled if only raised to the desired height has been. (Interestingly, the way the machine works is similar to one Role in nature, namely the repair of the genetic material DNA in the body percells in which a repair enzyme complex on the DNA continuously glides along, their strands separating in front, repaired, and then the old confi guration back.)

The process can be largely automated, e.g. B. the following is possible:
A measuring car drives over the line to be rehabilitated before compensation, a printer attached near the road prints in short intervals the ink and ink code as a barcode encodes the actual and target height at the relevant position on the concrete surface of the slab track. Detectors on the settlement compensation machine can then read these values at any point as often as required. These can then be evaluated for the current compensation, ie the control of the leveling or screed in zone III (see Fig. 1) and the metering of the backfill material.

In summary, the method according to the invention has the following advantages, among others:

• 1. Material exchange can take place in the track location, so that a subsequent alignment is not necessary.
• 2. The backfill material generated during cutting can be processed and be reused immediately.
• 3. If suitable materials (eg sand, gravel) are used, an immediate one Given load-bearing capacity.
• 4. Fragile layers are problem-free since no separation forces are required and the layers can be supported.
• 5. The process can be in and between any layer, theoretically still at the foot of the railway embankment.
• 6. The machine can rest on caterpillars or auxiliary tracks on the track body and / or move on the track itself.
• 7. The individual process steps can be created so that they in always be carried out under direct visual control.
• 8. Practically all separations traditionally known in various areas methods can be used.
• 9. The measurement method tested in conventional ballast construction for tamping and measurement techniques are applicable.
• 10. Virtually any filler material can be used if there is one immediately has sufficient load-bearing capacity.
• 11. The free choice of the filling material allows a targeted change or Setting the modulus of elasticity of the superstructure.
• 12. New and additional layers can be installed, e.g. B. Trennfo lines, drainage layers, insulation mats for vibration and sound absorption, in principle also complete troughs.
• 13. Settlements usually occur repeatedly in the same places on. In this way, additional measures can be taken for areas that are frequently to be renovated men are carried out, e.g. B. Introducing compression hoses fillable pillow.
• 14. Settlements can, but do not have to be, settled.
• 15. Settlement settlement can be positive or negative.
• 16. The process can work continuously and can be automated.  
• 17. It is inexpensive to use and develop since the periphery and Logistics concepts of conventional subgrade improvement machines can be largely used.
• 18. Films for sealing the substrate can be introduced. So could e.g. B. in a first renovation step a film on the frost protective layer are placed, so that in the future then in the sand driving can be filled, since the rinsing water is then no longer insured kert.
• 19. There can be defined dividing surfaces in a precisely predictable position and Position to be manufactured, inclined, flat, curved, etc.
• 20. The machine can be built so that underground comm components either from both sides or from one side pivots and can be locked. With the appropriate structure the approach and exit area need not be specially prepared if the separating device is used for insertion under the carriageway (e.g. two chains swiveling in from the sides like folding knives saws, which are then locked in the middle.

A second embodiment of the inventive method sees no continuous lifting and relining before, but first off sawing the layers of the slab track in sections, preferred using a wire saw (wire saws have a diameter of about 1 Zen timeter). This can happen before the target position is adjusted or only after lifting to target position. Cable saws have the advantage of to be used in the most inaccessible places, even around corners. Sawing is preferred before lifting, since the layers then become only occur at the interface and not chaotically anywhere in the underground nen. Furthermore, no external lifting devices are necessary if the driving path through the injection pressure of the backfill material which is in the gap is pressed, is raised.

The lifting is possible as an iterative process, in which in several passes the area, which is up to several hundred meters long, is leveled. Of the The great advantage of this variant is the renovation under rolling Bike: There are no break breaks!

The separation preferably takes place between the HGT and the frost protection layer, which is almost unbound and is therefore very easy to remove without large To cause wear on the expensive wire saw.  

A special execution of the method then provides, by means of frames, or between two protective sheets that run across the route through the resulting slot are guided to bring pillow-like objects that after removing the frames / sheets remain in the slot and then with Filled goods to be filled. (Prevent insertion between two sheets tearing the pillows. To remove the sheets, the sheets, which are preferably connected / clamped together at their pulling edge conditions, while the pillow is held from behind.) B. made of a strong film material, but also a textile (fleece or fabric be) or hollow sheet metal body can have the advantage that at ih No backfill material can penetrate the frost protection layer and then changed their grain size and impaired function. This would be otherwise only by preventing the same, a similar or a coarser material than the frost protection layer is filled.

The pillow has at least one filler neck through which the material is pressed or flushed. It makes sense to add one more Provide discharge nozzle through the excess backfill material or also a carrier material for the backfill material (e.g. water when inducting Sand) can drain off.

There is no risk of contamination of the frost protection layer, if it is cut and filled between the support plate and the HGT. In this Trap can also with fine-grained materials or, preferably, curing mushy masses can be filled without pillows. The disadvantage is the higher one Wear on the saw. By filling with hardening masses another bond between HGT and support plate.

The sawing is preferably done in sections, so that the gap is not so It is extended that the road sags and the cushions are threaded is no longer possible. Otherwise it would have to be raised with external funds before the pillow is inserted.

In order to bring the wire saw under the roadway, a hole is first made through the corresponding layer drilled through which the rope in the open Condition is threaded. Through a second hole at a defined distance the rope then returned to the origin side of the lane and again closed to the ring. It is also possible to place the rope above the support plate but still back under the rails between the sleepers lead without affecting the rail traffic.  

The wire saw runs over deflection rollers which are moved and thereby produce the cut (see Fig. 5a). If the pulleys are far enough apart, it is possible to make two cuts with the same rope (see schematic Fig. 5b), with a support remaining between the two cut surfaces that is only sawn away when the roadway is already was padded with filling pillows. The process then proceeds as follows:

• 1. Saw sections A ₁ and A _k (k is an integer positive number)
• 2. Insert the filling cushions in A ₁ and A _k
• 3. Saw sections A ₂ and A _{k + 1}
• 4. Insert the filling cushions in A ₂ and A _{k + 1}

(2k-3). Sawing sections A _k-1

and A _2k-2

(2k-2). Introducing the filling cushions in A _k-1

and A _2k-2

.

This concludes the section of the route, sawn up and relined everything. ( Fig. 5b shows the case for k = 3 as an example).

With this method, only two holes need to be drilled initially, then the saw works its way along the embankment until the saw area further back the Be already lined with pillows reached the embankment. If longer distances are to be relined, so the saw must be moved to the new section.

The individual sections A _k are preferably of the same size. A reasonable extension is about 1 to 2 meters. In principle, sections of different sizes are also possible, but this does not make the process easier! However, it is also possible to make the saw cuts not in one plane, but in two adjacent sections A _r and A _{r + 1} in two different heights, the sections also being able to overlap somewhat. Then, however, new holes have to be drilled for each saw cut. This procedure cannot be carried out within the frost protection layer, since the frost protection layer is not or hardly bound. The higher lying section must therefore be in the HGT.

Fig. 5c shows schematically a further possibility a serpentine Saw-wire guide, wherein more saw cuts with the same cable at the same time are feasible.

It is also possible with a wire saw, but also with another saw, Milling machine or the like to continuously cut the roadway like it was described in the first embodiment. Every time an Ab cut that corresponds to a pillow width, is then cut  such a pillow. Is preferred as a support for the Roadway filling material introduced into the pillow, so that sawed further can be.

Instead of just pulling in a pillow, it is also possible to have two or more kis to move in one above the other. This allows for later times readjust the road again without sowing again to have to. The empty pillow is then simply filled. At non-hardening filling compounds, however, it is also possible with only one Pillow layer get along, because the pillow wall then not with the backfill glued.

In areas where no frost protection layer is installed because of the The rope saw is used to remove the sandy subsoil of roughness on the underside of the HGT. This is very careful and Made flat on the underside, there is no need to use a wire saw ge and it can cheaper a defined layer under the HGT be cleared out (rinsing, suction, blowing out, scraping, "Spooning out",. . .).

The second embodiment of the method according to the invention has the great advantage that all operations are done from the side and the rails therefore continue, albeit at a slower speed speed, can be driven by the scheduled traffic.

Due to the side working, it is also possible at any time by the one Readjust the filling openings of the pillows without changing the train traffic to have to interrupt.

Fig. 1 shows schematically the procedure for renovation according to the first embodiment of the method according to the invention. In the variant shown, the slab track is raised above the later target level.

In section I, the layers are separated from each other. There material from at least one of the layers to be separated is preferred removed.

In section II, the road surface is raised by suitable means.

In section III, the filling material is introduced and processed as compensation tet.

In section IV the raised roadway is lowered again and with the Compensation layer connected.  

Fig. 2 shows an example of a means for creating two defined interfaces by simple separation without heavy material removal from the layers to be separated, a wedge-shaped knife that is pushed in the working direction.

Fig. 3 shows a more complex version of such a knife, which generates supporting high-pressure water jets for cutting at its foremost edge (of course you can also install a Räumket or wire saw there) and introduces lubricant and lubricant between the roadway and knife via nozzles. At the back of the cutter bar, filling material is introduced into the cleared space through openings. The knife bar moved forward in the working direction thus performs all the necessary functions of zones I to IV. The level of settlement compensation can be controlled by the inclination of the cutter bar.

Fig. 4 is a schematic representation of an overall embodiment in which material of the layers to be separated is removed by means of a milling cutter or a splitting saw (here, for example, the lower softer layer). In this example, the support does not follow at points on the slab track further ahead and further back, but next to the slab track. For the sake of clarity, only two supports that can be moved on caterpillars are shown. Better support results when using supports in the area of the highest elevation of the road.

Fig. 5a shows according to the second embodiment of the method according to the invention viewed from above, a longitudinal section in the boundary layer between HGT's and frost protection layer of the slab track, in which a wire saw generates a defined cut.

Fig. 5b shows the simultaneous performance of a double-section.

Fig. 5c shows the cable guide in the simultaneous implementation of a multi-section.

Fig. 6 shows how a refillable cushion is inserted between two sheets in the sawn-up gap. The sheets are then pulled out alone and the pillow remains on site for filling with the required amount of filler material.

Reference list

1

Support plate

2nd

Hydraulically bound base layer (HGT)

3rd

Leveling layer

4th

Milling machine

5

Holding plates

6

slug

7

knife

8th

Knife bar

9

Nozzle (e.g. water jet nozzle)

10th

Lubrication line

11

Auger / grouting hole

12th

Backfill hole

13

compressor

14

Puller

15

Frost protection layer

16

Storage silo with filling material

17th

Steering position

18th

Support, movable (e.g. caterpillar)

19th

horizontal section through the interface between the HGT and the frost protection layer, or between the support plate and the HGT, or within one of these layers

20th

Defined interface or defined interspace created by wire saw

21

Wire saw

22

Pulley

23

Drive roller

24th

Section boundary

25th

fillable pillow

26

Double sheet for pulling in the pillow

25th

in the meantime room

20th

Claims (20)

1. A method for correcting the position of slab tracks by introducing filler material beneath, between or in the layers of a slab track, characterized in that the layers of the slab track or the material within such a layer by means of mechanical before inserting the filler material Tools are separated in such a way that defined, essentially flat interfaces are created which limit a space to be filled. 2. The method according to claim 1, characterized in that when cutting a material discharge, be preferably in the softer layer, which also takes place without attachments beneath the slab track a work space for later backfilling offers. 3. The method according to at least one of claims 1 and 2, characterized in that the exposed work space preferably about Is 5 to 100 millimeters high. 4. The method according to at least one of claims 1 to 3, characterized in that the creation of the defined interfaces or the work area with wedges, cutter bars, wire saws, band saws  jigsaws, rip saws, milling, clearing chains and / or cutting beam len takes place. 5. The method according to at least one of claims 1 to 4, characterized in that the method is carried out by a device working along the slab track, and has the following steps:

• a) separation of at least two layers that build up the slab track, preferably the hydraulically bound base layer (HGT) and the underlying frost protection layer,
• b) lifting the separated road from the lower layer,
• c) placing the amount of balancing material required for the later target height between the raised roadway and the lower separated layer,
• d) lowering the carriageway onto the leveling layer introduced,
• e) if necessary: reworking the composite from slab track and leveling layer,
  and that for each section of the roadway that is raised at the head of the device, a section of the track at the end of the device is simultaneously lowered or underfilled.

6. The method according to at least one of claims 1 to 4, characterized in that between the two defined interfaces and essentially covering these interfaces at least one fillable pillow, preferably several that are next to each other is brought and this / these pillows filled with so much filling material will / will, as for the maintenance of the target height Fixed carriageway is required.   7. The method according to at least one of claims 1 to 6, characterized in that at least two superimposed Layers of refillable pillows are introduced, the first Layer for the first readjustment, the other layers for later ones Readjustments are determined. 8. The method according to at least one of claims 1 to 4 and 6 and 7, characterized in that the cushion (s) between two sheets or within a frame from the side through the sawn slot is / are drawn in and afterwards the sheets or the frame without Pillow is pulled out again. 9. The method according to at least one of claims 1 to 5, characterized in that the lifting of the roadway according to step 5b beyond the later target height (maximum as far as the elastic deformability of the road without damage) if one non-hardening compensation material is used, which on its Surface should be reworked and that the lifting according to 5b only up to the nominal height or slightly (maximum about 5 millimeters) above takes place when a compensating material is already compressed in step 5c is brought. 10. The method according to at least one of claims 1 to 9, characterized in that compressible as a compensating material Bulk material, e.g. B. sand, gravel, grit, refurbished material from the separation according to step 1a or curable material, e.g. B. Concrete, bitumen, is used.   11. The method according to at least one of claims 5 and 9, characterized in that at least the upper separated Interface is treated with lubricant / lubricant. 12. The method according to at least one of claims 5 and 9 to 11, characterized in that the lifting according to step 5b by Glei or on a sloping plane or on a roll or endless belt mounted on sliding surfaces. 13. The method according to at least one of claims 1 to 5 and 9 to 12, characterized in that the compensating material by straps, Snails, bubbles, rinsing, spraying or through baffles under the upscale roadway is introduced that if this by the one do not bring the case, is compacted by rolling or shaking, and that, if poorly flowable, with a screed or planer ni velliert. 14. The method according to at least one of claims 1 to 13, characterized in that the surface of the leveling layer with Adhesive is treated. 15. Device for carrying out the method according to claim 1 to 14, characterized in that it has at least the following components, but individual sub-parts can be used separately from one another and need not be connected to one another:

• a) Separating device for the layers
• b) lifting device for the split roadway
• c) Entry device for compensating material

16. Apparatus for carrying out the method according to claim 5 and 9 to 14, characterized in that it has at least the following components, but individual sub-parts can be inserted separately from one another and do not have to be connected to one another:

• a) Separating device for the layers
• b) continuous lifting and lowering device for the separated road, z. B. inclined planes
• c) Entry device for compensating material
• d) Compaction device for compensating material
• e) means of transportation for continuous movement along the road.

17. Device for carrying out the method according to at least one of claims 6 to 8, characterized in that it has at least the following components, but individual sub-parts can be used separately from one another and need not be connected to one another:

• a) Wire saw to separate the layers
• b) Fillable pillow
• c) Entry device for compensating material in the pillow

18. The apparatus according to claim 17, characterized in that the pillow has at least one filler neck having. 19. The device according to at least one of claims 17 and 18, characterized in that the pillow at least one outlet mare zen, or consists of a water-permeable material.   20. The device according to at least one of claims 17 to 19, characterized in that it additionally includes a lifting device for the Has a solid carriageway.