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EP2295635B1 - Stockage de rails doté de corps de recouvrement pour voie de bus flexible et son procédé de fabrication - Google Patents

Stockage de rails doté de corps de recouvrement pour voie de bus flexible et son procédé de fabrication Download PDF

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Publication number
EP2295635B1
EP2295635B1 EP10172208.0A EP10172208A EP2295635B1 EP 2295635 B1 EP2295635 B1 EP 2295635B1 EP 10172208 A EP10172208 A EP 10172208A EP 2295635 B1 EP2295635 B1 EP 2295635B1
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EP
European Patent Office
Prior art keywords
base body
rail
covering
rail bearing
bearing according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP10172208.0A
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German (de)
English (en)
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EP2295635A2 (fr
EP2295635A3 (fr
Inventor
Martin Hanisch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
edilon)(sedra GmbH
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edilon)(sedra GmbH
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Publication date
Application filed by edilon)(sedra GmbH filed Critical edilon)(sedra GmbH
Publication of EP2295635A2 publication Critical patent/EP2295635A2/fr
Publication of EP2295635A3 publication Critical patent/EP2295635A3/fr
Application granted granted Critical
Publication of EP2295635B1 publication Critical patent/EP2295635B1/fr
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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
    • 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
    • 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
    • E01B1/007—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with interlocking means to withstand horizontal forces
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets

Definitions

  • the invention relates to a rail support for a track section with two transversely spaced rails and also to a method of making such rail mounting.
  • the track section is a so-called fixed carriageway, that is to say around a ballastless track section.
  • this track section serves at the same time as a carriageway, in particular as a bus route, on which the buses travel in the rail direction.
  • EP 1 279 770 A2 describes a rail mounting for a track section with transversely spaced rails, with a arranged below the rails base, with a plurality of mounted on the top of the body on the base body attached cover bodies, wherein between two transversely adjacent cover bodies an upwardly open receiving space for one of the rails is formed.
  • the cover bodies are materially connected to the base body.
  • a rail mounting and a method for their production is known from DE 201 18 343 U1 known.
  • This rail storage has two seen in cross-section U-shaped trough elements, the interior of which represents the receiving space for each rail.
  • the trough elements are fastened to a carrier arrangement.
  • the carrier assembly is placed on stand elements on a prepared surface and cast with in-situ concrete. On the concrete casting then a road surface is applied. The upper edge of the trough elements is seen in cross section at the level of the road surface.
  • Such a rail storage has proven itself in the new production of track sections. It is to be improved by the present invention to the effect that repair or renovation work, especially in the field of road surface can be performed easily and inexpensively.
  • the rail support has two separate layers: a base layer with a base body and a cover layer arranged above it with a plurality of cover bodies. Between the cover bodies and the base body, a connection layer is provided. The cover bodies can thus be fastened independently of each other individually on the base body. Between two adjacent cover bodies, a gap is provided in the transverse direction. This gap represents a receiving space for one of the rails. The cover bodies limit the receiving space exclusively laterally in the transverse direction, while the upwardly open receiving space is bounded below by the relevant portion of the upper side of the base body.
  • the top of the cover body preferably forms the road surface top.
  • cover body and the base body are connected only by a connecting layer, which in particular produces a cohesive connection, damaged cover body can be replaced very easily, if this should be necessary, for example due to damage.
  • the cover body can be separated in the region of the connecting layer without damaging the body of this. Although the corresponding cover body is destroyed, however, a new cover body can very easily be used and again firmly bonded to the base body become.
  • a cement emulsion serves as a bonding compound between cover bodies and base body.
  • At least one support member is provided which is fixedly connected to the cover body or the base body and projects into an associated support opening on the cover body or on the main body.
  • a support part takes on the cover body acting on longitudinal and transverse forces and supported on the body. In this way, the movement of a cover body in the transverse direction by occurring transverse forces can be prevented or limited to a permissible level.
  • Such longitudinal or transverse forces arise, for example, by road traffic traveling transversely to the rails, in curves by a rail vehicle traveling over the track section, or by acceleration or deceleration forces in the case of vehicles traveling longitudinally along the rails.
  • a plurality of support members between a cover body and the base body can be arranged in the longitudinal direction of the rails at a distance from each other.
  • the support parts are arranged in the transverse direction centrally below the cover body. It can also be provided side by side in the transverse direction two or more support members. The distance from the edge of the cover body of the two outer support members and the distance between two support members is preferably the same size.
  • the support members are preferably fixedly connected to the cover body and in particular integrally formed thereon.
  • the support opening is preferably provided on the base body. Supporting part and support opening have corresponding cross sections. In cross section, the support member and the support opening be contoured circular.
  • the rail mounting is preferably designed without a rod. Above the main body are between the receiving spaces or between the rails only cover body available. Additional mechanical connecting parts between the rails, especially steel tie rods are not available. This simplifies the structure and allows this over the independent replacement of rail pieces without having to remove existing between the rails cover body.
  • the top of the cover body may have a structure and / or a coloring.
  • joints may be incorporated in the top of the cover body, so that visually creates the impression of adjacent floor panels.
  • the surface may be roughened or uneven to ensure sufficient slip resistance.
  • grooves, nubs or other arbitrary surface structures may be formed.
  • a coloring of the cover body surface serves the optical adaptation to the surrounding streets or paths.
  • directly adjoining cover body may be connected to increase stability over a dowel joint.
  • a material connection can be provided by a connecting mass between the bodies.
  • damping mats can be arranged below and laterally from the main body.
  • FIG. 1 shows the cross section through a track section 10 with two longitudinally parallel L rails 11, which are mounted in the transverse direction Q at a distance from each other.
  • the storage of the two rails 11 is effected by a rail support 12, wherein FIG. 1 a first rail support 12a shows.
  • the first rail support 12a has a base layer 13 with a main body 14 and a cover layer 15 arranged above the base layer 13 with a plurality of cover bodies 16. Between the base layer 13 and cover layer 15, a connection layer 17 is provided.
  • the cover body 16 of the cover layer 15 are fastened by a cohesive connection on the upper side 20 of the base body 14.
  • the cohesive connection can be produced by means of a bonding compound, for example, polyurethane, preferably 2-component polyurethane. This results in a mortar or adhesive joint between the cover bodies 16 and the base body 14, which forms the connecting layer 17.
  • the first rail support 12a three capstans 16 are arranged side by side in the transverse direction Q, so that side surfaces 23 facing each other of two adjacent capstans 16 laterally delimit a receiving space 19 for one rail 11 in the transverse direction Q.
  • the receiving spaces 19 are open for the insertion of the rails 11 upwards.
  • Below the top 20 of the Grundgropers 14 limits the receiving spaces 19.
  • the located below the respective receiving space 19 portion of the upper surface 20 of the body 14 forms the bottom 18 of the receiving space 19th
  • the main body 14 has a substantially constant Height up.
  • the cover bodies 16 and the receiving spaces 19 facing top 20 is seen in cross section of the track section 10 is flat.
  • at least one and, according to the example, a plurality of support parts 21 are present between the base body 14 and each cover body 16.
  • the support members 21 are fixedly provided on the respective cover body 16 and preferably formed.
  • the cover body 16 are designed as cast concrete parts, wherein the support members 21 are formed in the manufacture of the cover body 16. They therefore also consist of concrete.
  • the support members 21 are circular in cross section.
  • the support openings 22 are adapted to the cross-sectional contour of the support members 21. They may be formed by blind holes when an existing body 14 is used. Alternatively, in the case of a base body 14 cast on-site with cast-in-place concrete, the support openings 22 must be cut out by means of corresponding casings, so that the support openings 22 already form during the casting of the base body 14.
  • a connecting means for cohesive connection are present, as in FIG. 1 is illustrated schematically.
  • a connecting joint may be provided between the inner surface of the support opening 22 and the associated support member 21, a connecting joint may be provided.
  • such a connecting joint with connecting means is provided around the matel surface of the support part 21 and / or between the bottom of the support opening 22 and the end face at the lower free end of the support part 21. For this purpose, it may be necessary to adjust the height of the support part 21 to the depth of the support opening 22.
  • each cover body 16 a plurality of support members 21 are arranged in the longitudinal direction L, which are in particular regularly spaced.
  • the support parts 21 are arranged in the longitudinal direction L in a line. They are located in the transverse direction Q seen approximately centrally on the cover body 16.
  • the support members 21 are made of the same material as the cover body 16 and the base 14, according to the concrete.
  • the support members 21 could also have any other cross-sectional contour.
  • a circular cross-section simplifies the manufacture, in particular because the support openings 22 can be made by simple boreholes.
  • the number and size of the support elements 21 depends on which transverse forces in the transverse direction Q can be exerted on the cover body 16, which are then supported by the positive connection with the base body 14. As a result, the cohesive connection between the cover body 16 and the base body 14 is less heavily loaded and excessive transverse movements of the cover body 16 are avoided. The life of the rail support 12 is thus increased.
  • the support members 21 are integrally formed on the cover bodies 16.
  • the connection of the support parts 21 with the cover bodies 16 could also be produced by a material-locking connection compound, for example by an adhesive and / or mortar connection.
  • the support parts could also protrude from the top 20 of the body 14 and engage in support openings on the cover bodies 16.
  • several support elements between a cover body 16 and the main body 14 could also be present in the transverse direction Q adjacent to one another or in the transverse direction Q and in the longitudinal direction L. Any combinations of the embodiments described here can be used.
  • Two cover bodies 16 which follow each other in the longitudinal direction L may be connected at their end faces 25 via a dowel connection 26 to one or more concrete dowels 27.
  • a bonding compound to form a joint is present, so that there is a cohesive connection.
  • cement emulsion can be filled and cured to produce the integral connection.
  • two to four concrete dowels 27 can be used for each dowel connection 26.
  • the top 30 of the cover body 16 forms a portion of the road surface. Seen in cross-section, the upper side 30 of the cover body 16 does not extend exactly horizontally, but is inclined relative to the horizontal in order to bring about the drainage of water in the desired direction. This is indicated in the drawing by the arrows P, which indicate the outflow direction of the water and thus the inclination of the upper side 30 of the cover body 16.
  • the drainage takes place at the first rail support 12a each to the rails 11 out.
  • the upper side 30 of the two outer cover bodies 16 is therefore inclined in each case in the transverse direction Q to the adjacent rail 11.
  • the upper side 30 of the middle cover body 16 provided between the rails 11 is carried out starting from the longitudinal center plane E of the cover body 16 in the transverse direction Q respectively to the relevant rail 11 to the left and right sloping.
  • the upper side 30 of the cover body 16 may also have a structure. In this way, the cover body can be adapted to the street scene and also provide a non-slip surface.
  • FIG. 5 schematically a possibility of embodiment of the top 30 of the cover 16 is shown. There, a structure in the top 30 was introduced, which is similar to optically laid with joints floor panels. The introduced in the top 30 bottom plate portions 32 are separated by joint-like recesses 31 from each other. The bottom plate portions 32 are not smooth, but provided with a structure to ensure sufficient slip resistance. For example, the bottom plate portions 32 may have knob-like or groove-like unevenness or be roughened in any other way.
  • a damping layer 35 may be present, which is formed by one or more damping mats 36.
  • the damping layer 35 serves not to transmit vibrations of the main body 14 in a substrate surrounding the base body 14 or to dampen the transmission.
  • a cross-section trough-shaped concrete substrate 37 is present in the first rail support 12a .
  • the base body 14 is inserted, wherein between the concrete substrate 37 and the base body 14, the damping mats 36 are arranged.
  • the vertical damping mats 36 are closed at their upper end by a provided between the base 14 and the concrete base 37 incident to avoid damage to the damping mats 36.
  • the base body 14 extends in the transverse direction Q substantially below the cover body 16 arranged side by side in the transverse direction Q, the two outer cover bodies 16 protruding slightly beyond the base body 14 in the case of the first rail mounting 12a and at least partially covering the closing joint 38.
  • damping mat 36 In the transverse direction Q next to the outer cover bodies 16, a further damping mat 36 may be present in order to reduce the vibration transmission from the cover bodies 16 into the adjacent covering 39.
  • This damping mat 36 connects vertically to the between the main body 14 and concrete substrate 37 vertically arranged damping mat 36 and the consideredfuge 38 and is covered in the upper side 30 of the cover body by a memorifuge 38.
  • the rails 11 are cast in the respective receiving space 19 by means of a potting compound.
  • potting compound for example, polyurethane is used.
  • potting fillers 40 may be provided in the receiving space 19.
  • one or more empty conduits 41 can be laid along the rails 11 in the receiving space 19, through which, in particular, electrical lines can be guided.
  • a compression mat 42 may be glued to the bottom 18 of the receiving space 19. The jounce mat 42 serves to dampen vibrations which a rail vehicle causes when passing over the rails.
  • a further damping mat 36 is arranged, for example, which separates the cover body 16 from a later to be applied covering 39 for vibration damping.
  • a closing joint 38 between the covering body 16 and covering 39.
  • FIG. 3 shows a modified embodiment of the rail support 12 in the form of a second rail support 12b.
  • the construction essentially corresponds to the first rail mounting 12a, wherein only the differences will be explained below. Incidentally, reference is made to the above description in connection with the first rail support 12a.
  • each track 48 has three cover bodies 16 provided in the transverse direction Q, between which the receiving spaces 19 for the rails 11 are formed.
  • the two inner cover body 16 of each track 48 abut each other directly and are grouted in the abutting area, for example by means of polyurethane.
  • abutting cover body 16 are connected by a polyurethane joint.
  • a multilayer coating 49 is provided according to the example.
  • the drainage direction P of the two transversely outermost cover body 16 takes place differently than in the first rail support 12a away from the rail 11 to the cover 49 adjacent to the respective cover body 16.
  • Their upper sides 30 are correspondingly inclined sloping away from the adjacent rail 11 in the transverse direction Q.
  • the second rail assembly 12b corresponds to the structure of the first rail assembly 12a.
  • the base body 14 without damping layer 35 is poured onto the base layers 45, 46 with the aid of in-situ concrete. The rest of the production of the first rail assembly 12a.
  • Fig. 6 shows a further embodiment of the rail support 12 in the form of a third rail support 12c, the substantially the second rail support 12b after Fig. 3 corresponds, so that reference is made to the above description in terms of design and manufacture.
  • the difference between the third rail support 12c and the first and second rail supports 12b is the shape of the outermost cover body 16 in the transverse direction Q, which has a projection 50 projecting upwards from the outer edge of the cover body 16.
  • This modified cover body 16 is used in the area of bus stops on the track section 10 and constitutes a stop stone 51.
  • the projection 50 On the side facing the rails 11, the projection 50 has a laterally inclined side surface 52.
  • the stop stone 51 with the projection 50 serves to start a non-rail vehicle, especially a bus, to simplify the stop.
  • the driver can approach very close to the projection 50.
  • the tires are not damaged when driving the vehicle onto the projection 50.
  • this exerts a force on the wheel of the vehicle, which presses the wheel in a longitudinal direction L oriented position. If the driver gives way to this force on the steering wheel, this prevents the projection 50 from being driven over.
  • the vehicle is aligned substantially in the longitudinal direction L. The vehicle can thus be very easily brought with the wheels close to the projection 50 and at the same time can accidentally run over the projection 50 avoided.
  • the case acting on the stop stone 51 transverse force is supported on the support members 21 on the base body 14.
  • the angle of inclination ⁇ relative to the horizontal can be approximately between 25 ° and 75 °.
  • the projection 50 may be contoured triangular, for example ( Fig. 7b ) or the shape of a rectangular trapezium ( Fig. 7a ).
  • the inclined surface 52 may be rounded off with the formation of edges or by radii in the adjacent portions of the upper side 30 of the holding stone 51. A radiused surface transition is in Fig. 7c illustrated.
  • a projection 50 having a stepped inclined surface 52 ' may be provided as shown in FIG Fig. 7a is indicated by the dashed line.
  • Covering bodies 16 designed as stop stones 51 are provided in stop areas of the track section 10. Such stop areas may be present on one or both sides of the track section 10, depending on the particular local conditions.
  • the cover body 16 and in particular the stop stones 51 are preferably formed by a prefabricated finished part, which is made of concrete, in particular reinforced concrete, in a precast concrete factory and used on site. An elaborate casing for creating the projections 50 at the stop stones 51 can be avoided.
  • the cover bodies 16 and stop stones 51 are cast together as a unitary part.
  • the invention relates to a rail support 12a, 12b for a track section 10 with two in the transverse direction Q.
  • the rails 11 are arranged on a base layer 14 formed by a base layer 13 in a receiving space 19.
  • the receiving space 19 is bounded in the transverse direction Q by a respective side surface 23 of a cover body 16.
  • Cover body 16 and base 14 are preferably made of concrete.
  • the cover bodies 16 are part of a cover layer 15. Between the cover bodies 16 and the upper side 20 of the base body 14 there is a connecting layer 17, by means of which a cohesive connection between the cover bodies 16 and the base body 14 is produced.
  • cover body 16 and the base body 14 engage positively in the region of the connection layer 17 in order to be able to support transverse forces acting on the cover body 16 via the base body 14.
  • a rail support 12a, 12b can be repaired or rehabilitated in a particularly simple and cost-effective manner.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Bearings For Parts Moving Linearly (AREA)

Claims (19)

  1. Support de rails pour un tronçon de voie comprenant des rails (11) disposés à distance dans la direction transversale (Q),
    comprenant un corps de base (14) disposé au-dessous des rails (11), comprenant plusieurs corps de recouvrement (16) disposés sur la face supérieure (20) du corps de base (14) et fixés au corps de base (14),
    où un espace récepteur (19), ouvert vers le haut pour l'un des rails, (11) est formé entre deux corps de recouvrement (16) directement adjacents dans la direction transversale (Q),
    où il est prévu entre le corps de recouvrement (16) et la face supérieure (20) du corps de base (14), au moins un élément d'appui (21) est prévu qui est relié solidement au corps de recouvrement (16) ou au corps de base (14) et s'étend dans une ouverture d'appui (22) associée sur le corps de recouvrement (16) ou sur le corps de base (14).
  2. Support de rail selon la revendication 1, caractérisé en ce que les corps de recouvrement (16) sont fixés au corps de base (14) au moyen d'une masse de liaison (17) durcissable, en formant une liaison par matière.
  3. Support de rail selon la revendication 1, caractérisé en ce que les corps de recouvrement (16) délimitant l'espace récepteur (19) sont disposés à distance les uns des autres, de sorte que leurs faces latérales (23) associées à l'espace récepteur (19) délimitent l'espace récepteur (19) dans la direction transversale (Q).
  4. Support de rail selon la revendication 1, caractérisé en ce que le fond (18) de l'espace récepteur (19) est formé par la partie sous-jacente de la face supérieure (20) du corps de base (14).
  5. Support de rail selon la revendication 1, caractérisé en ce qu'il est prévu entre le corps de recouvrement (16) et le corps de base (14), plusieurs éléments d'appui (21) qui sont disposés à distance les uns des autres dans la direction longitudinale (L).
  6. Support de rail selon la revendication 1 ou 5, caractérisé en ce que l'élément d'appui (21) ou les éléments d'appui (21), vus dans la direction transversale (Q), est/sont disposé(s) au milieu sur le corps de recouvrement (16).
  7. Support de rail selon la revendication 1, caractérisé en ce que l'élément d'appui (21) est lié solidement au corps de recouvrement (16) et est notamment formé d'une seule pièce avec celui-ci.
  8. Support de rail selon la revendication 1, caractérisé en ce que l'élément d'appui (21) se compose du même matériau que le corps de recouvrement (16) et/ou le corps de base (14).
  9. Support de rail selon la revendication 1, caractérisé en ce que l'élément d'appui (21) et l'ouverture d'appui (22) présentent une section transversale circulaire.
  10. Support de rail selon la revendication 1, caractérisé en ce que le support de rail (12a, 12b) est réalisé sans barre d'écartement.
  11. Support de rail selon la revendication 1, caractérisé en ce que la face supérieure (30) des corps de recouvrement (16) constitue une partie de la face supérieure du revêtement routier.
  12. Support de rail selon la revendication 1, caractérisé en ce qu'un corps de recouvrement (16, 51) prévu dans la zone d'un arrêt pour des véhicules ne roulant pas sur des rails présente une saillie (50) qui s'étend vers le haut à partir de son bord supérieur et, sur son côté tourné vers le rail (11), présente une surface oblique (52) inclinée dans la direction transversale (Q).
  13. Support de rail selon la revendication 1, caractérisé en ce que la face supérieure (30) des corps de recouvrement (16) présente une structure (31, 32) et/ou une coloration.
  14. Support de rail selon la revendication 1, caractérisé en ce que des corps de recouvrement (16) directement adjacents dans la direction longitudinale (L) sont reliés entre eux par un assemblage à goujons (26).
  15. Support de rail selon la revendication 1, caractérisé en ce qu'une couche d'amortissement (35) est disposée entre le corps de base (14) et le support (37) adjacent.
  16. Support de rail selon la revendication 1, caractérisé en ce que les rails (11) sont coulés dans l'espace récepteur (19) respectivement associé.
  17. Procédé de fabrication d'un tronçon de voie comprenant des rails (11) disposés à distance dans la direction transversale (Q),
    où un corps de base (14) avec une face supérieure (20) est mis à disposition,
    où plusieurs corps de recouvrement (16) sont disposés sur la face supérieure (20) du corps de base (14) et sont fixés au corps de base (14),
    où il est prévu entre le corps de recouvrement (16) et la face supérieure (20) du corps de base (14), au moins un élément d'appui (21) qui est relié solidement au corps de recouvrement (16) ou au corps de base (14) et s'étend dans une ouverture d'appui (22) associée sur le corps de recouvrement (16) ou sur le corps de base (14).
    où, pour former un espace récepteur (19) pour un rail (11), deux corps de recouvrement (16) directement adjacents dans la direction transversale (Q) sont disposés à distance sur le corps de base (14), créant ainsi l'espace récepteur (19) ouvert vers le haut.
  18. Procédé selon la revendication 17, caractérisé en ce que les corps de recouvrement (16) sont disposés sur le corps de base (14) et sont fixés à celui-ci par matière en utilisant une masse de liaison (17) durcissable.
  19. Procédé selon la revendication 17, caractérisé en ce que les rails (11) sont coulés dans l'espace récepteur (19) respectif.
EP10172208.0A 2009-08-14 2010-08-06 Stockage de rails doté de corps de recouvrement pour voie de bus flexible et son procédé de fabrication Active EP2295635B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009037310A DE102009037310A1 (de) 2009-08-14 2009-08-14 Schienenlagerung mit Deckkörpern für flexible Bustrasse und Verfahren zur deren Herstellung

Publications (3)

Publication Number Publication Date
EP2295635A2 EP2295635A2 (fr) 2011-03-16
EP2295635A3 EP2295635A3 (fr) 2013-03-13
EP2295635B1 true EP2295635B1 (fr) 2016-10-19

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EP10172208.0A Active EP2295635B1 (fr) 2009-08-14 2010-08-06 Stockage de rails doté de corps de recouvrement pour voie de bus flexible et son procédé de fabrication

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DE (1) DE102009037310A1 (fr)

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DE102017122337A1 (de) * 2017-09-26 2019-03-28 Joachim Süss Gleiskonstruktion

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Publication number Publication date
EP2295635A2 (fr) 2011-03-16
DE102009037310A1 (de) 2011-02-17
EP2295635A3 (fr) 2013-03-13

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