DE19944783A1 - Slab track system - Google Patents

Abstract

Slab track system made of lattice girders or steel profile elements with cast-in rail support blocks as an integral part of the concrete base layer in a monolithic composite effect with the longitudinal reinforcement, as well as methods for manufacturing the slab track system.

Description

The invention relates to a slab track system for at least one railroad track and switch sections, esp especially for high-speed traffic, as well as a construction process for producing the same on a pre-concrete base layer.

In connection with the further development of the fixed driving Railways have been a multitude of systems lately become known, the very different construction structure and appropriate installation procedures.

The so-called Rheda system has been known for a long time which the cross sleepers alone or with the rails in common sam as a track grate in a pre-concreted track trough be placed, which in turn on a base layer as a sub construction rests. The sleepers or the track grating are inside the trough through various work processes and measurement systems adjusted, fixed and embedded into the millimeter kidney.

A known installation method for the Rheda system is in DE 43 24 329 A1. This is a Gleisjochjustiereinrichtung, the Gleisjoch in several steps on a support plate with or without Trough side walls with an adjustment described in more detail direction is installed. The longitudinal reinforcement lies within the trough construction and has no bond to the sleepers reinforcement.  

A known modified Rheda system is described in DE 195 53 858 A1. The rails with two-block concrete sleepers are left parallel to the sleepers axis reinforcement cages in a pre-concreted concrete trough adjusted via track regulation portals and after previously an additional longitudinal reinforcement to this reinforcement baskets was tied up, concreted. This one too The reinforcement cage of the threshold has no fixed and monolithic connection to the longitudinal reinforcement of the trough.

With these Rheda systems inserted in a concrete trough are "compact" slab track systems, where it is obvious that in these systems the composite between the subsequently installed grouting concrete and the Pre-concreted trough in the area of the top of the trough and on the Concrete trough outer walls is insufficient. Especially in high speed lines become faster with increasing speed high-frequency vibrations creates that special Requirements for the durability of a slab track Systems. To make matters worse, in transition areas from earthworks to bridge constructions and Tunnel structures as well as in switch areas, downhill gradients with high braking forces and with sections of the route tight curve radii and corresponding track elevations special shear-resistant connections between the trough cross cut and the grouting concrete in the form of reinforcement stirrups or loops are required. The compact design System Rheda is used in these cases, e.g. B. on the in the Reinforcement loops shaken in, with these very complex additional measures to a quasi-monolithic Composite construction improved. The connection of through  emerging or dissolved thresholds with those entered in the trough built longitudinal reinforcement via these reinforcement loops special threading processes for additional longitudinal reinforcements the vibrations shaken into the concrete troughs stirrups or loops and through the sleepers or Threshold brackets must be threaded.

Furthermore, DE 30 42 725 A1 describes a method for producing position of an elastically mounted ballastless superstructure construction known in which the rail fastenings as continuous thresholds in the freshly concreted and still embedded concrete base layer not set or ge be shaken. By submitting the In this process, swelling is monolithic Connection between the thresholds and the one below horizontal and transverse reinforcement due to the separate Operations also not possible, which also leads to the disadvantages described above leads. On top of that with the described method based on the used construction structures in the form of laying portals the length of the manufactured route section is limited to what The requirements for measuring and Adjustment processes.

Overall, experience in recent years has shown that especially when building slab tracks in curves special sections with corresponding track cant Requirements for the measurement of the rails or sleepers to achieve an exact position in the millimeter range be put. The required track quality numbers According to current knowledge, only by measuring and  Longer reference distances can be adjusted, whereby the measuring and adjustment operations often a second or third time must be repeated.

In DE 44 42 497 C2 a concrete slab is without Cross sleepers described, one in the track direction longitudinal reinforcement and a transverse reinforcement integrated is. The rail supports are before with this system moves as in-situ concrete bases to the pre-concreted and hardened concrete slab concrete. The thrust resistant Connection between base and concrete base layer ensured by appropriate reinforcement loops, the bases and the concrete base layer are preferred are reinforced with steel fibers. In this way, Verbin with the longitudinal and transverse reinforcement a very good one Wear behavior of the overall system achieved. A un controlled cracking due to static, dynamic and thermal stresses as well as by internal stress Shrinking and creeping can be done safely with this system be prevented.

In addition, with the known method according to DE 195 16 163 C1 the precise manufacture or setting up from rail bases, individually or in groups a precast concrete base layer become. With this method, the position accuracy of the Rail support by a rail base setting car maten generates what is used with the help of adjustment and Fixing frame through automated measurement and Manufacturing to very high building accuracy for the rails bases leads. This procedure complicates matters  add that even with millimeter-precise production of Rail bases during the subsequent rail assembly Tolerances in the rail that were found above the Rail fastening elements with additional measuring effort and assembly processes by inserting rail support and side guide plates with different dimensions must be balanced again.

In DE 39 01 347 A1, the concrete slab with two passable concrete edge beams, creating a trough arises, in which a pre-assembled track is set down and after the precise alignment is concreted in such a way that the thresholds to about a quarter of the Threshold height is fully encased in concrete. The surface of the grouting is by a bottomless on the Machine shaped hanging box into which the concrete is filled and its longer side flanks at the lower edge in Transverse direction to the track the desired cross slope exhibit. If the bottom edges of the box walls at Vibration is the target level of the road surface have reached, the processing of the carriageway ends top.

The present invention therefore has the object reasons, the construction in monolithic composite construction with individual bases such that the Load-bearing capacity and the durability of the slab track Systems are significantly improved and the calibration and assembly of the tracks using the track construction method Track grid construction can take place and the resultant  advantages and many years of experience can.

To achieve this object, the invention teaches a fixed Roadway system for at least one railroad track or Switch sections, especially for high-speed traffic, on a precast base and one produced in sections or continuously Concrete base course, in which prefabricated grids are preferred girders instead of monoblock sleepers with concrete Rail support blocks common as two-block sleepers with the rails as track grating over longer sections at least in sections of the day, accurate in height and position be adjusted and fixed and then as integral part of the concrete base course in monolithic composite effect with the longitudinal reinforcement be concreted.

In the case of the above-mentioned track grating system, this offers itself Possibility to access all surveying information directly on later to be installed on the final track. Moreover offers the track grate system as from top to bottom built-in system similarly good measurement requirements like in gravel construction.

The steps below describe from finally, measurement-relevant work steps, constructive Installations / works are not listed and separately as To consider intermediate steps or regardless of the scarf system (moving or sliding formwork).  

Step 1 Installation of the hydraulically bound support layer (HGT)

The measurement information for installing the HGT is done as previously conventional or using known stringline methods for paver controls. In the HGT one can already or several grooves or upstands are produced, which later serve as abutments for the alignment of the grids carriers are used. Experience has shown that the HGT is and already high enough in terms of height with this information the lattice girders including, already partially fixed rail rough align.

2nd step Rough laying of the track grid

Possibly. the first delivery of the lattice girders does not have to Completely end-fixed rail is made to avoid curvatures to be considered in the floor plan and gradient. In particular in smaller radii there can still be a radial alignment the lattice girders are made (inner spacing of the lattice girders in Curves smaller than outside distance). For such an out the course of the HGT or the built-in upstands are sufficient. In height can rough alignment to the top edge of the HGT. After this rough alignment, the rails can be placed in the Support blocks using the standard rail fastening endbe be consolidated.

3rd step Fine alignment of certain lattice girders

At a distance to be determined - all approx. 40 lattice girders / approx. 30 m - this lattice girder is with a "special track scale" on the attached to it Rails measured in position, height and inclination and by means of Spindles and / or wedges brought into target position and fixed accordingly. The one at this point Lattice girder or the track located at this point is then already in the target position according to the given one Track geometry.

4th step Fine-tune the between those in step 3 positioned lattice girders / rails

All interposed lattice girders are spindled / wedged to the target values using the chord / stitch method, preferably using a program, which result from the target route and the calculations of the main points (step 3 ). All carriers are now also fixed.

5th step Compensation option after concreting

Since after concreting all spindles are hidden in the concrete, any necessary compensations can still be made in the rails attachment done.

Each lattice girder has a horizontal spindle device, preferably in the theoretical pivot of the Track, i.e. underneath the track axis, fastened out equips. This spindle moves the lattice girder across Track direction and is supported against one already in the HGT  attached abutment (groove / upstand). The spindle lies below the lattice girder and is after adjustment concreted with. A facility that does this is cheap This spindle can be turned mechanically from above.

Each lattice girder is designed with two vertical spindles equips. These vertical spindles are preferred in the Rail base blocks integrated. The vertical spindles on the one hand allow the track to be set correctly to the required height (turning both Spindles) and on the other hand the setting in the correct one Cross slope / cant (turning a spindle or counter turning both spindles). As the lower support surface the surface of the HGT serves these height spindles. The Height spindles are as close as possible to the rails attached to direct bank specifications directly on the rail to transfer and to avoid a correctly turned on put rail side stops moving when the height the opposite rail (bank) changed becomes. Here, too, is a mechanical, fine-motorized one To strive for the handling of the spindle heads.

The measuring device for the main points (approx. All 30 m) consists of a special track scale (on the track mobile). At the pivot point of the track, the theoretical Track axis, is a target sign (preferably automatic Target plate) attached. In addition, is located on the Track scale a bank meter (cant indicator or Inclinometer). By external measurement of the target sign the actual position of the lattice girder in position and height known. An appropriate program can also  the target position and the target superelevation at this point be calculated. By adjusting the differences Target / actual on the corresponding spindles can do this on this The track located at the point is brought into the end position. At the same time, one should be over the spindles Fixation of this lattice girder can be ensured.

For the lattice girders located between the main points is the measuring device described below certainly.

All other lattice girders are between the main points according to the spatial tendon between the main points spindles. This can be done, for example, using a laser ray and the tendon / stitch method in position and height can be performed simultaneously and is on demand machine executable. Everyone is through a program any point between the main points can be calculated. For Increases in internal accuracy can be achieved with this ver measuring device, preferably designed as a carriage, additional facilities for checking the longitudinal height (2 mm / 5 m) and the direction (2 mm / 5 m) as z. B. scanning arms to be appropriate.

The bases in this system are according to the invention preferably z. B. integrated in so-called lattice girders with the concreted rail support blocks in the installation state as the threshold keeping the mutual distance act and in the final state as an integral part of the Concrete base layer in a monolithic composite effect with the Longitudinal reinforcement and additional use of steel fibers  Form support system so that even the most dynamic Loads from high-speed traffic safely and permanently in the ground or in engineering structures and Dam structures can be initiated.

One of the main innovations is the design and Location of the lattice girders in the concrete base layer, the Lattice girders preferred as four-belt girders with rectangular Cross section are formed. When using grids Carriers also have the option of using the side standing lattice girders by a combination of top and Lower belt and spacers (brackets) to replace, so that the welded diagonals at least in sections can be omitted, leading to simplification and Improves the economics of the system. are the requirements for the rigidity of the sleeper system from rail base blocks and lattice girders in Construction state not so high, because a drive on the laid out Track rust is not required of course the possibility of the lattice girders too between the rail base blocks through the previously described lighter design with spacers or To replace ironing. As an alternative to this lattice girder there is a possibility of passing the threshold effect To achieve steel profiles, the cross-sectional shape of the Rolled profiles to meet the special requirements in individual cases can be adjusted. Here I-profiles, T-profiles, Angle profiles and U profiles in question, either as Single profile or by connecting struts or Diagonals to steel profiles or elements with high Stiffness can be welded together. In addition  can the composite effect when using steel profiles through welded reinforcement elements or through welded-on stud bolts or by perforating the bars be significantly increased. Another alternative represents the use of perforated steel sheets, where these holes in the sheets are preferably punched and then formed into profiles, which, if appropriate Shaping z. B. as Z, V, G, U, N or M profiles have high rigidity. Even when using steel profiles or elements as thresholds are before this moves across the entire width of the concrete base layer arranges to securely position the longitudinal reinforcement make and additionally simplify. With this execution The support feet under the rails are a different variant support in the rail axis preferably as a steel profile Base plate trained. Through a welded connection with the Steel profile elements create a low deformation changed threshold construction. Furthermore, the Be special feature is that the shape of the bases on an effective position of the longitudinal reinforcement with the aim of the preferred two-layer longitudinal reinforcement arrange below and above the lattice girders what again has the advantage that the longitudinal reinforcement is not must be threaded, but the lower longitudinal reinforcement the installation of the base course as prefabricated reinforcement element with a cross reinforcement or as a single Reinforcement strands are laid out bundled, and after Reaching the final position of the lattice girders under them be bound or welded. With this construction principle is created in connection with the lattice girders as Cross reinforcement element a reinforcement mesh, what the previously  the durability requirements we described carefully considered.

The upper longitudinal reinforcement is after laying out the grids carrier also preferred as before installing the rails prefabricated reinforcement element designed. This arrangement the longitudinal reinforcement, distributed over the top and bottom the lattice girder, the statically optimal effect shows what again with the high stresses the tensile stress run between the bases and in the fields between the bases very accommodating.

There is of course the possibility that a height of the lattice girder / steel profile selected which is an arrangement of longitudinal reinforcement on the sub side of the lattice girder / steel profile. At this The variant with single-layer reinforcement is Lattice girder / the beam profile preferably in the upper area the concrete base layer, which means the longitudinal reinforcement on the Bottom is arranged approximately in the cross-sectional center.

These described reinforcement guides require that the pre-concreted and in the lattice girder / steel profile integrated rail base blocks with their dimensions be adapted to these requirements. The surface as well as the rail support pockets the rail base blocks can of course be used Rail support systems are adapted, with preference the one approved for high speed traffic Rail fastening IORV 300 is used. About that In addition, round, elliptical,  oval, square and also hexagonal shapes are used become. Via these base geometries, the Load application area to the respective load types be adjusted. At least rounded ones are preferred Basic geometries used. This shape has the Advantage that known voltage peaks with a corresponding one Cracks that originate from angular bases, significantly reduced or crack formation be prevented. This measure is important for one Limiting the crack width and improving the Durability of the entire base / concrete support system layer. An adaptation to the well-known Krupp system ECF with inserted anchors over prestressed Threaded screws are also possible.

In the slab track systems recently built, the one-block or two-block sleepers are concreted into the grouting concrete. Caused by, among other things, an insufficiently dimensioned free space between the lower edge of the sleeper and the HGT, hollow layers have been found which, when used, can lead to movements of the sleeper in the grouting concrete, which in the long term can lead to considerable restrictions in usability and lay times due to high-frequency vibrations. For this reason, the system described here places particular emphasis on maximum free space between the lower edge, the rail support block and the HGT. This free space is dimensioned so that when concreting the concrete base layer, an use of concrete vibrators, e.g. B. vibrating bottles, a full-surface contact and bond between the base and concrete base layer. This effect is caused by an inclined underside of the rail base blocks, e.g. B. in V-shape, additionally positively influenced. In addition, it is planned to adapt the concrete technology to the special features of the construction, preferably in the lower half of the concrete layer, by using a flow concrete with a corresponding limitation of the largest grain. In addition, it was found in the known slab track systems with embedded sleepers that the circumferential contact joint between the sleepers and the grouting concrete has cracks, which is due to the lack of bond effect due to the very smooth sleeper surface in the contact joint between the sleeper and grouting concrete. In Figs. 11 and 12 are described in more detail, whereby the longitudinal joints of the rail support blocks is monolithically connected to the concrete base, therefore, additional reinforcement system connections or reinforcement recesses. This bond effect can be further increased by appropriately adapted additional reinforcement in the concrete base layer between the rail base blocks. As a further special feature of the design, it is provided that the base or the rail support blocks are kept as narrow as possible via a constricted base made of concrete in order to obtain additional reinforcement clearances to the side, ie to arrange the transverse reinforcement directly under the base. Alternatively, it is possible to provide the support points with concrete plates using steel profiles in order to achieve the reinforcement clearance described.

The lattice girders described have been used for decades great success in mining and tunnel construction as mountain protection or as part of the shotcrete fuse in Ver Bund construction used. The lattice girders are also here designed and formed as a three-belt or four-belt carrier with the welded diagonals and the longitudinal bars of the Upper and lower chords a spatial framework construction, which is characterized by a very high resistance to expansion relatively low weight and material requirements. These lattice girders can be preferred over system connections made of welded head plates and depending on the stress also high-strength screw connections to a carrier with belie biger length can be coupled rigidly. This advantage can when installed in the concrete base layer of the solid Roadway, e.g. B. at switch sleepers and at modified wider concrete base layers can be used. The altitude and height of the lattice girders in the concrete base layer can also in this special area as already described without problems on the static and constructive concerns of Construction can be coordinated. The lattice girders with the concreted rail support blocks are being installed condition as a threshold replacement with the rails to one Track grating pre-assembled and made directly on the base layer laid and aligned. Despite preferred use of rectangular cross sections is also a trapezoidal Cross-sectional shape possible, which increases the stability of the Thresholds and thus the track grate under construction can also be increased.

The further advantage of the chosen con invention structure of the lattice girders with support feet under the  Rail bases give the possibility of a direct Track grating driven by rail-bound track construction Trains. The support feet are made of concrete or steel profiles for this purpose for the loads to be expected from the construction site witness dimensioned and designed. To reduce the These supports become bending stresses of the lattice girders points preferably arranged under the rail axis. The System rigidity in this state of construction is ensured by a Adjustment of the lattice girder dimensions or steel profile dimensions in the area of the upper and lower chords as well as the welded diagonals met these requirements. An additional improvement in the stability of the track rust before concreting of the concrete base course can occur special shape of the lattice girders or steel profiles can be achieved. According to the principle of 3-point support two base blocks under one rail each with a base block on the opposite Rail connected to one another and the Rail base blocks under the two rails by each because offset half a rail base distance. The resulting "A-shape" gives the track grate one additional stability in the longitudinal direction of the track, the additional Lich is increased by rotating this "A-shape" by 180 ° is arranged. This system can be developed by placing at least three base blocks under one rail and two base blocks together under the second rail be measured and by the same principle by 180 ° be positioned twisted. These units can in addition to track sections of z. B. 12 m length be summarized. While maintaining the usual not offset arrangement of the base blocks under the  Both rails can be at least two pairs of sleepers by connecting elements to a rectangular threshold summarize frame. In this case, these systems supported at at least four points. Even with this type support is provided by spindles or supports point feet. Preserve the pre-concreted rail bases depending on requirements, a corresponding additional reinforcement, the if necessary, additionally through the use of steel fiber concrete can be reinforced in its mode of action. With additional use of vertical spindles, the can preferably be arranged in the base blocks the track adjustment or fixing work of the track grate further be trained and simplified. The spindles are in in this case dimensioned so that loads from construction vehicles and / or track straightening machines safely and in a stable position on the HGT can be discontinued. With appropriate Servo control of the turning process for the spindles is one millimeter-precise alignment of the track grate.

Existing track tamping machines, as they have been for years can be successfully used in ballast track with corresponding conversions to screw or Adjustment machines can be converted. The operations are analogous to the known tamping work in several phases performed, creating an optimal track quality number is achieved.

Another key feature is that of the system Rheda can completely dispense with the required concrete trough. This construction principle has another essential one Advantage that the construction height of the concrete base course easily to special conditions such as poor construction  basic relationships, transitions between earthworks and Art structures can be adapted and the system stiff significant in the final state in these special areas can be increased. It is obvious that with this Reinforcement of the slab track system of the reinforcement cross cut the longitudinal reinforcement in particular to the project-specific boundary conditions such as crack width, Load, ground, route, switch areas etc. can be adjusted.

Another fundamental procedural advantage lies in the construction system used, which includes the described advantages of conventional track construction. The track grille is laid out as a stable unit consisting of lattice girders / steel profiles and integrated rail support blocks as a replacement for sleepers and rails on the base course. The design of the rail bearing blocks already described enables direct access to construction trains. A system formwork arranged on the side is designed as a construction and adjustment track by coupling the elements to one another, which is not described in detail here, and equipping them with preferably two rails. The formwork is aligned in the correct position and anchored to the base layer, preferably by means of screw connections. The formwork takes on the following functions:

• - Formwork from the side during the concreting process Concrete base course.
• - Lateral support for adjustment and fixing the lattice girder and thus the track grate.  
• - Support for the construction tracks for moving the formwork in overhead construction.
• - Support for tracks to accommodate the fixation and Adjustment device and to accommodate the trailing Concreting unit.

With this basic structure, a special automatic adjustment and fixing machine can produce the required track position quality number with high precision analogously to the previously described method of operation of the known track tamping machines and by means of the measuring method described in several measuring and working steps. The track grate sections can be laid out in advance over lots, but also over daily sections. The formwork can be laid out on the construction track using a formwork converter in the production cycle. The adjustment and fixing sections as well as the concreting sections with the subsequent stripping process are matched in the section length to daily or shift outputs. This ensures continuous, synchronous production. The system formwork described can be replaced in a further variant by prefabricated reinforced concrete parts. This reinforced concrete precast take on the one hand the function of the lateral formwork and also serve to take on the construction and adjustment rails described in Fig. 2. For this purpose, the prefabricated parts are installed in a mortar bed with the help of an assembly wedge prior to assembly of the track grating and, after the mortar has hardened, firmly anchored to the hydraulically bound base layer using anchor rods. In the final state, these prefabricated parts are an integral part of the concrete base layer, ie they serve as an edge element in the long run as a side closure. The side facing the concrete base layer is rough for this purpose or formwork z. B. in the form of knobbed films. In addition, reinforcement loops are preferably provided in the threshold fields, which ensure the permanent and rigid connection of this precast element after the concrete base layer has been concreted. After the concrete of the concrete base layer has reached a sufficient green stability, the anchor rods are released in order to limit the internal stresses in the transverse direction of the concrete base layer. The finished parts are prefabricated in element lengths of preferably 6.5 m, this corresponds to ten threshold fields and provided with a joint formation that compensates for a tolerance, e.g. B. in curved track sections with different inner and outer radius of the concrete support layer, allows. The finished parts can be designed to be straight, inclined or offset in the joint area. Depending on the joint gap, this joint can be permanently grouted after the assembly tracks have been removed. This system offers the advantage that a load on the hydraulically bound base layer from the construction and adjustment rails in the edge area of the HGT is avoided and thus the loads from assembly operations can be distributed over the finished parts and safely diverted into the ground.

This system is essentially for expansion lines aligned, in which the neighboring track are not used  can and a supply of construction activities from the head side is required.

The work steps and the construction process with the ent speaking device technology are merged below sums up.

The new slab track system can help with track construction known classic work steps. The construction sequence begins above the HGT, here the base course called, and is with the Ver described below manufacturing steps. Depending on the local and construction The individual steps can be limited in time vary among themselves. The hydraulically bound support layer is with a paver or slipform paver was manufactured to the exact height and position and has in As a rule, a lead time of at least one Week, d. that is, approx. 2 to 3 construction kilometers in advance.

First the rails, which are usually 120 m long, are over Construction vehicles retracted and removed to the side of the HGT sets.

The longitudinal reinforcement is also over construction vehicles, for. B. Trucks, run in and laid out on the HGT. Here you can either steel bundles or individual bars can be designed. When laying 10 to 12 m long track grating sections there is of course the possibility of this reinforcement also in these sections as a coherent manufactured reinforcement element or steel bar mat to ver place, the longitudinal rods over appropriate assembly  cross reinforcements are connected. The location of the Support feet under the rail support blocks is used in this Reinforcement system, of course, by appropriate Free space taken into account.

Then the lattice girders are integrated with Rail support heads at the specified distance placed. This is preferably done by a two-way excavator (ZWB) or with a special drain device directly from Truck off. Of course there is the possibility to so-called auxiliary rails or construction rails to deliver cuts from 10 to 12 m in length and lay out between the reinforcement. This approach has the advantage that this track grate with auxiliary rails can be accessed directly by construction trains. This procedure wise opens up the possibility of the assembly described of the track grate elements also from the construction train.

The next step is on the designed thresholds and use of a two-way excavator or one too con structuring mobile rail transfer jack on the side to guide and slide the horizontal rails into the rail supports mount or screw. When using the pre written construction with auxiliary rails is in this Process the auxiliary rail through the final rail replaced.

In the next step, the side formwork or the prefabricated reinforced concrete parts are assembled. The assembly can when using the track on a two-way excavator. At Overhead conveyance is a transport and lifting of  Formwork elements via the described assembly portal possible. After laying, the formwork is positioned precisely and firmly screwed to the base course.

The track grate is now adjusted using spindles and fixes what is usually in several consecutive ongoing work steps. This aligning and Alternatively, the track grate can also be fixed using the described adjustment and. Fixing frame done. The Spindles could be omitted in this system.

After the final surveying survey described The concrete base layer is concreted. The Concrete wagon or platform preferably runs on rails tied over the formwork laid out. When using a Concrete pump, the concreting process can be varied further. A vibrating and pulling device that is based on a special trained leadership framework or equivalent, here Device unit not described in detail, according to the profile is performed ensures a quick and essentially automated processing and compaction of the concrete surface. The vibrating and screed is guided in coordinated work steps preferred by the Center to the edges over oscillating movements over the total concrete surface controlled. To implement the described vibrating and screed over the rails to avoid getting between the rails, preferably on both sides of the rails, separated from led joggers and screeds. It goes without saying it goes without saying that the concrete formulation, especially when using Steel fiber concrete matched to these concreting processes  must become. Will this work with a side Combined slipforming is particularly fast Remove the formwork and ensure a short green stability of the concrete to be respected by appropriate Fiber dosage can be improved.

Then the treated concrete surface is finished Rotating trowel post-treated. This working step is described according to the same principle as before with a special guide frame or device unit the goal of automation. Here too is worked with several wing blades to a Um put across the rails to save. With ent speaking weather conditions, e.g. B. Sunshine and even with tight curve radii, it may be necessary be that the rails immediately after the concreting work on the rail fastening can be released again thus tensions from changes in length and transverse tensile force the rail of fresh and not yet set concrete keep away.

As a further inventive novelty is an execution variant possible, in which the base layer is trough-like is formed. For this reason, the base course that preferably drawn from concrete using slipform pavers is equipped with trough walls. The inclination of the The top of the trough walls is attached to the cross section of the later concreted concrete base layer adapted, whereby a perfect cross-drainage can be ensured. In this embodiment according to the invention, the implementation Formwork is eliminated and the side trough walls are used for  Formwork of the concrete base layer and to support the Adjustment and fixing device in the form of spindles or Wedges. By adjusting the height of the trough walls are also with this variant different concrete base layer thicknesses executable. To do this, only the paver has to be built or with a not described here Adjustment options of the formwork can be equipped. For Increase the stability of this trough-shaped Base layers may be required, especially the Edge areas by reinforcement, e.g. B. by ironing mats, additionally reinforce to a possible cracking and to prevent the trough wall from breaking off. This movement tion can by a not described here Reinforcement laying machines directly with concreting the Base layer are installed, in which case a two-layer production of the base layer is advantageous. Other special features, advantages and Merk invention Male go from the following drawings and descriptions Exercises of embodiments.

Fig. 1 shows a cross section through the completed slab track construction. On a level 1 , a hydraulically bound base layer (HGT) 2 was previously made in concrete using road pavers. On this base layer, the lattice girders or steel profiles or sheets 4 are deposited as transverse sleepers with top flange 5 and bottom flange 6 and integrated rail support blocks 7 on mounting feet 10 made of steel profiles. The free space under the mounting feet indicates the lifting dimension of the lattice girder after the exact height alignment has been completed. This clearance also contains a reserve measure or tolerance measure when producing the hydraulically bound base layer. The previously designed upper and lower longitudinal reinforcement 3 a and 3 b is attached under the raised lattice girder 4 on the lower flange 6 before given by spot welding or special reinforcement clamps. The longitudinal bars of the lower longitudinal reinforcement 3 a are held in the intended position by means of special spacers (not described in more detail) and then guided by a reinforcement lifting device (also not shown in more detail) under the lower flange 6 and fastened there. The upper longitudinal reinforcement can be easily mounted and fastened on the lattice girders previously laid out. A further development of the assembly system consists of an automatic welding machine that welds the reinforcement to the lattice girder point. The rails 8 are preferably delivered and assembled with the lattice girders, steel profiles or sheets 4 and rail support blocks 7 as a track grating. The concrete base layer 9 is preferably reinforced with steel fibers in order to significantly improve the crack width and distribution and the overall load-bearing behavior of the continuous plate. The concrete base layer 9 is formed with a cross slope as a roof profile in order to ensure proper cross-drainage. The height of the rail base blocks 7 can of course meet all track construction requirements and z. B. be adapted to the installation of so-called sound absorbers etc.

Fig. 2 shows a modified rail base block 7 with a special base support base made of concrete 17th The lattice girder 4 are firmly connected to the upper flange 5 and lower flange 6 in this embodiment, the support point support base 17 serving to support the track grating in the installed state. The system formwork 13 , which is immovably connected to the base layer 2 via formwork anchor 16 , takes up the transport rail 11 and the construction and adjustment rail 12 . Adjusting head plates 15 on the lattice girder ends take up adjusting screws 14 , which enable exact horizontal adjustment and fixing. Adjustment screws 22 in the rail support blocks ensure precise adjustment and fixation. Alternatively, there is the possibility of clamping the adjusting screws to the lattice girders using clamping devices (not shown in more detail here) and removing them before concreting, and ensuring that they are secured in position using fixing brackets welded to the lattice girders. The lower longitudinal reinforcement 23 is shown in the laid out state. The upper longitudinal reinforcement 24 is shown in the preassembled position. The recess at the rail base 19 and the base support base 17 can be adapted to the reinforcement guide in the design width as desired. The recess 19 ensures that the longitudinal reinforcement cooperates with the lower flange 6 of the lattice girder 4 in the final state, and that there is sufficient free space under the rail base for the correct concrete filling.

In Fig. 3, the base layer 2 with the lattice girder 4 and the concreted-in support blocks 7 and the mounted rail 8 is shown on the formation 1 , which together form a track grate. The lower longitudinal reinforcement 3 a is shown in the final position. In the variant presented here, the upper longitudinal reinforcement has been dispensed with, the lower longitudinal reinforcement 3 a being preferably arranged in the lower cross-sectional half in this case. It is of course possible that the single-layer longitudinal reinforcement is also arranged above the lattice girder, which can be advantageous with regard to the formation of cracks in the end plate. The system formwork 13 forms with the transport rails 11 and the construction and adjustment rails 12, the track for a transport portal 27 and an adjustment and fixing frame 25 , which are guided on special trolleys 30 . In the adjustment and fixing frame 25 adjustment and fixing slides 26 are horizontally displaceably mounted, the spindles 35 can be adjusted horizontally via slides, wherein servomotors in particular can be used. Vertical spindles 34 with spindle guide plates 33 hold fixing pliers 29 , which firmly enclose the rails 8 and thus enable exact rail head position control. Under the mounting feet 10 and between the head plates 31 and the system formwork 13 , horizontal wedges 32 and bottom wedges 28 are shown, which after exact alignment several times via the adjustment and fixing frame 25 , ensure the positional securing or fixing of the track grate until the completion of the concreting work. The unit can consist of several adjustment and fixing frames 25 . Adjustment and fixation slides 26 exist, which enable repeated alignment with a high degree of mechanization. On the transport rail 11 , a transport portal 27 is guided, that as a separate transport unit, regardless of the adjustment and fixing work, the work area can travel over and thus an overhead implementation of the system formwork 13 , but also allows the track grate to be transported. It is of course also possible that an adjustment carriage, not shown here, travels on the rail 8 and, via a preferably hydraulically controlled adjustment device, analogously to the operation of a tamping machine, brings the track to the desired position by means of hydraulically controlled feet. This process can be repeated as in the tamping machine known from ballast construction until the desired track position quality number is reached. The track grate is fixed in the new position using the spindles or wedges described after each adjustment process in order to achieve the desired target position of the rails. There is also the possibility, after the last adjustment process before concreting the concrete base layer 9 , to replace the foot subdivision 28 by welded tabs.

In FIG. 4, a further novel construction is shown in which on a ground level 1 a hydraulically bonded support layer, which preferably here be made of concrete is, is made with a trough wall 37 by means of a road finisher in a single operation. The concrete base layer 9 with the previously described and not shown Darge presented here is concreted in this variant in the resulting base layer trough. The upper sides of the trough walls 37 are formed in the same transverse gradient as the concrete base layer in order to achieve a wall-free transverse drainage in the final state. The trough walls 37 replace the above-described system formwork 13 and thus enable horizontal adjustment and fixing of the lattice girders 4 on the trough wall 37 . The horizontal and vertical adjustment and fixation of the track grate is possible with this type of construction, as described in FIG. 3.

The transport rail 11 and construction and adjustment rail 12 can in this case be mounted on a wedge plate 38 , which compensates for the transverse gradient and is designed for a flat clearance surface of the rails and for receiving a rail fastening (not described in more detail here).

In Fig. 5 the lattice girder 4 with rail support point block 7 is shown. The lattice girder 4 is characterized by an upper and lower flange 5 , 6 , these belts preferably consisting of two bars. Lattice girder brackets 40 , preferably as diagonal brackets, are welded in between these longitudinal bars, but can also close the longitudinal bars in a bow-like manner in a variant that is not shown. In all lattice girder types, the cross-sectional shape (triangle, rectangle, trapezoid) can be adapted to the respective requirements and thus the rigidity of the "threshold", the construction state and the top flange 5 and bottom flange 6 can be positioned statically and effectively as transverse reinforcement. The position of the top chord 5 is shown as an example. There is of course the possibility to position the top chord 5 directly under the upper longitudinal reinforcement 3 a. The upper and lower longitudinal reinforcement 3 a, 3 b is attached above and below the lattice girder. The rail base blocks 7 are analogous to FIG. 12 with a stored connection reinforcement 92 , which are arranged in a corrugated 93 special steel housing. The corrugated steel housing 93 is adapted to the later concreting process for the concrete base layer 9 by a special shape so that a bevel 102 and a z. B. corrugated surface 103 a toothing and thereby a positive concrete contact is ensured.

In addition, the force-locking and thus monolithic connection between the rail support block 7 and the concrete base layer 9 is additionally increased 95 by a connecting reinforcement (e.g. hook) bent out considerably. With this construction it is of course also possible to replace this connecting reinforcement (hook) 95 by a form of reinforcement which does not require subsequent bending. In this case, corresponding recesses or slots are provided in the base formwork, which enables penetration of the formwork form and subsequent stripping without problems. The reinforcement mat described in FIG. 12 with end hooks 96 can be laid between the base blocks.

Fig. 6 shows the variant sliding formwork, in which the entire track grid is composed of lattice girders 4, pre-assembled as a threshold and the rails 8 and adjusted without contact with the formwork and fixed. The horizontal adjustment and fixation takes place in a longitudinal groove 41 arranged in the track axis, which is drawn into the hydraulically bound base layer 2 , which in this case preferably consists of concrete, with the track formwork. A stable spindle holder 42 , consisting of a flat steel frame, engages in the longitudinal groove 41 , to which "spindle left" 43 and "spindle right" 44 are in turn preferably fastened on both sides and which are supported in a positionally secure manner against the groove flanks 45 via spindle foot plates 46 . The vertical securing of the bearing is carried out by means of mounting feet 10 and wedges 28 . Alternatively, vertical adjustment and fixation is also possible using solid spindles, with the vertical spindles 22 preferably being arranged in the rail base blocks.

With this drivable track grate, the use of a sliding formwork 47, which is only shown schematically, is provided for the lateral formwork, the sliding formwork. can be moved or slid continuously in the direction of construction via a formwork frame carrier 48 .

In Fig. 7, this sliding formwork 47 is shown schematically, which is firmly or resiliently connected to the formwork support 48 , whereby an exact orientation on the track gradient and the track canting is ensured. The basic form of the formwork 49 is preferably inclined and has a formwork fillet 50 in the transition to the upper edge of the concrete base layer. This beveled and rounded shape of the concrete support layer 9 comes very early green stability of the fresh concrete very well.

In addition, a formwork vibrator 51 is attached to the sliding formwork, with which a perfect concrete surface can be achieved. Dimensional deviations on the surface 52 of the base layer are compensated for by a drag plate 55 which is resiliently mounted on guide rollers. It is also possible to glide thick concrete base layers by changing the drag plate height. A correspondingly designed holding and guide frame 54 ensures with additional guide rollers 53 that the drag plate 55 can slide freely on the sliding formwork 47 via a sliding surface 56 . For cornering, the sliding formwork consists of short individual elements that can map these radii polygonally according to the principle of the link chain.

In FIG. 8, a trim ring 60 is shown, which brings the track grid in several steps according to the principle of a tamping machine in the final position. This adjustment frame 60 is guided via longitudinal members 61 via a running gear 62 on the rails 8 and thus combined to form at least two adjustment frame units. These adjustment frame units are preferably supported on spindle feet 63 . Alternatively, hydraulic support is possible. The position of the track grate is preferably carried out according to the principles described in FIG. 6 (via assembly feet 10 and longitudinal groove 41 with spindle holder 42 ). It is of course possible that this adjustment frame 60 is also used in combination with laterally anchored system formwork 13 .

A guide carrier 64 , which can be displaced horizontally and can be finely adjusted via guide carrier spindles 65 , is precisely measured using the measuring system described. The track grating is fixed over the rails and spindled into the previously determined position by means of fixing pliers 29 , which are fastened to the guide carrier 64 in a fixed manner or also vertically movable via spindles. With a fixed connection of the fixing pliers 29 to the guide carrier 64 , a ver tical fine alignment is also possible via the spindle feet 63 , which in turn deposit the loads during the adjustment phase via base plates 66 on the base layer 2 . The final securing of the position of the track grate in the individual work phases is preferably carried out, as described above, by means of foot wedge and spindle left 43 and spindle right 44 .

In Fig. 9, a surface vibrator and peeling device 70 is shown, the formwork 13 on an unspecified guide frame 71 on the lateral system formwork 13 or alternatively over the precisely fixed track grate. The screed 72 with integrated surface vibrators 73 is attached to the guide frame 71 so that it can move horizontally so that the concrete surface 75 can be moved alongside the rail support blocks 7 and below the rail 8 by oscillating movements 76 . Between and next to the rails 8 , one or two screeds 72 are arranged in each case, so as to rule out moving over the rails and to enable continuous work. The screeds 72 preferably travel on the construction and adjustment rails, but can alternatively be moved in the working direction via the rails 8 .

FIG. 10 shows a device which also receives 77 wing trowels 78 rotating via a guide frame as described in FIG. 9. This wing smooth 78 between and next to the rails 8 are horizontally movable 74 controlled so that the entire concrete surface 75 and the area below the rails 8 is detected.

In Fig. 11, a further construction detail is Darge provides, in which the rail base blocks 7 by steel profiles 80 , preferably as a double U-profiles as a cross swell, are summarized. In the rail base block 7 , the steel profiles 80 are toned einbe and connected to each other via welded tabs 97 as an installation part. In addition, there is the possibility of reinforcing these tabs between the rail base blocks 7 by a diagonal to a truss so that this connection of the rail base blocks 7 has a high torsional rigidity. In addition, are arranged between the steel profiles 80 , preferably under the upper welded-on bracket 97 and above the lower welded-on bracket 98 , with spot-welded upper transverse reinforcement 99 integrated in the rail support point. Thus, the load-bearing behavior of the rail base blocks 7 together with the concrete base layer 9 is additionally improved as an integral part of the overall support system. Above the steel profile 80 of the upper longitudinal reinforcement steel threads 81 are provided so-called Beweh approximately mounting recesses 82 for receiving, which are for better threading of the upper longitudinal reinforcement 81 formed from a funnel shape. These reinforcement mounting recesses 82 are preferably made of corrugated steel sheets, which are spot welded to the steel profiles 80 before concreting the rail support blocks 7 and can thus be immovably housed in the form of the formwork. The openings 83 on both sides are sealed by sealing caps, not shown here, so that no concrete or cement mortar can run into the reinforcement mounting recesses 82 when the rail support blocks 7 are concreted. The funnel shape of these reinforcement assembly recesses 82 also ensures that when concreting the concrete base layer 9, the upper longitudinal reinforcement 81 and the entire reinforcement assembly recess 82 are non-positively encased or filled with concrete. The upper edge of the concrete base layer 91 lies clearly above the openings 83 in order to additionally guarantee a safe concreting of the reinforcement mounting recesses 82 . The upper longitudinal reinforcement 81 is pushed into the reinforcement mounting recess 82 after assembly of the rail support blocks 7 and systematically and non-positively extended via threaded sleeve connections 84 as a continuous upper longitudinal reinforcement 81 . The individual reinforcing bars preferably have the length of the rail support block spacings and can alternatively also be connected to one another in a tensile manner as press socket joints. Alternatively, of course, a welded connection can be made or the longitudinal reinforcement can be threaded as a continuous reinforcement. The lower longitudinal reinforcement 85 is attached below the steel profiles 80 after the mounting of the rail support blocks 7 . Another special feature is the V-shaped bottom view 101 , which is said to additionally have a favorable influence on the concrete flow and thus the full-area bond in the installed state. This attachment of the longitudinal reinforcement can be made as a welded connection or via clamp connections, not shown here. By arranging a spacer bar 100 , the previously described V-shaped bottom view 101 is guaranteed. Depending on the load on the system, a lower transverse reinforcement 86 can be fastened under the lower longitudinal reinforcement 85 . This assembly process can be systematized and accelerated by a reinforcement automat and welding automat not shown here in detail. Under the steel profiles are preferably steel feet with foot plates 87 and wedges 88 arranged, which ensure the exact height of the mounted rail support block and enable traction on the rail 8 by track construction with the non-positive wedging. The formwork of the rail support blocks is formed in the contact surface to the concrete base layer 9 surface rough 89 and for this purpose covered with a bubble wrap or provided with formwork strips in order to achieve a perfect bond in the concrete joint. The upper transverse reinforcement 90 and lower transverse reinforcement 86 can be arranged depending on the bending stress of the overall system over the entire area of the concrete base layer next to the rail support blocks 7 . This design principle ensures that the monolithic composite effect between the rail base blocks 7 and the concrete base layer 9 is guaranteed permanently and safely at extremely high dynamic loads from the rail 8 . This variant can alternatively also be carried out with the lattice girders described.

In the Fig. 12 shows a further variant of the monolithic rule compound of the rail support blocks 7 is shown with the concrete support layer 9. About a stored connection movement 92 , which are corrugated in special steel housings 93 and are already integrated in the rail support block 7 and the stored connection movement 92 is secured in position with the steel profiles 80 via tack weld 94 .

The steel housing corrugated 93 for safeguarding the connection reinforcement are sealed over specially trained caps during the concreting process of the rail base blocks 7 , so that no cement paste can penetrate into this recess body. After or before the rail support blocks 7 are placed with the steel profiles 80 , the steel housing can be opened corrugated 93 and the connecting reinforcement (hook) bent 95 . The corrugated steel housing 93 is deliberately beveled in the upper area in order to guarantee perfect concrete contact when concreting the concrete base layer. There is also the possibility of bending out this connection reinforcement in the precast plant, or to replace this connection reinforcement with hook shapes that are inserted in the final form in the formwork and penetrate the formwork through special recesses, which has a favorable effect on the workflows on the construction site. This described reinforcement connection can also be replaced by screwed reinforcement connections as they are used as standard in reinforced concrete construction.

As a further and essential special feature, a so-called reinforcement drawing mat with end hooks 96 can be laid between the rail support blocks 7 after the installation of the lower longitudinal reinforcement 85 and lower transverse reinforcement 86 , which bent 95 connects to the connecting reinforcement. The reinforcement drawing mats 96 consist of stirrup-shaped longitudinal reinforcement and welded transverse movement and can be installed using special installation devices before installing the rail. This construction principle, together with the integrated upper transverse movement 99, ensures a monolithic and shear-resistant connection of the rail support blocks with the concrete base layer, the concrete being corrugated 93 in the recesses of the steel housing, thus additionally creating a crack-free and permanent connection. It goes without saying that the steel profiles 80 shown can be replaced by the previously described lattice girders 4 . In order to additionally improve the connection of the planned steel profiles 80 to the concrete base layer 9 , the steel profiles 80 are preferably left circular in the region of the webs. This perforated profile thus created ensures a monolithic integration of the steel profiles 80 into the concrete base layer 9 in this variant as well. An additional further development results from the use of folded sheet metal profiles, which are characterized by systematic perforation and are additionally serrated in the edge zones, which considerably increases the bond effect in the concrete.

As an alternative to the described connection reinforcement (hook) 95 , straight reinforcement connections or loops can also be used. The reinforcement drawing mat 96 described can fall ent in this solution and be replaced by individual transverse reinforcing bars.

The method and the measuring devices for the "Rheda monolithic system" are described in detail below:
The method describes a surveying device that is based on aligning the track at this point exactly in position and height approximately every 30 m or larger, optionally also at a distance from any lateral overhead contact line masts. The setpoints required for this can be set either by measuring the track externally or by determining the setpoint distance and the setpoint height, based on any existing track marking points (GVPs), on catenary masts at this point on the track. Every 30 m, and only at these points, the track grate is already in the target position and target height. All individual points between these points are then aligned from these points; these intermediate points are no longer measured externally. A "floating" shift of the main points after aligning all intermediate points also makes it possible to eliminate any small deviations in the main points that have arisen from the external measurement. Formerly main points thus become intermediate points and can only be optimized for a uniform track course by internal measurement. Of course, main points can also be marketed directly on the substructure, i.e. not just at a fully aligned track point, here the intermediate points are then marketed from these main points located on the substructure. The track in the immediate vicinity of the main point is then set later, from former intermediate points, using the same procedure.

All intermediate points are based on the tendon / stitch method from the spatial tendon (the connection between the Main points), brought into target position. Through math Matic procedures can be done for anyone in between and height known main points the target position each Intermediate product as horizontal and vertical dimensions calculate to the target route. With small radii and large ones Distances of the main points it is also possible to spatial tendon from the main point of view to the main target point to pivot a known dimension, so that the gauge dimensions for The target route can be kept relatively small.

The measuring device for the main lattice girder is described below, firstly the main stand point device (see FIG. 13): The main stand points essentially consist of a construction that can be moved and locked on the track. There is either a surveying instrument or an adjustable laser on this track wagon. Normally, this instrument is located directly in the same axis or has devices so that it can also be set up vertically above a point marketed on the substructure. In addition, it is also possible to set up the instrument according to specified distances from the track marking point.

Provided that the main point of view is already being erected at a point on the track that mecha. has already measured correctly  African procedures are to ensure that the In strument exactly half the track and in a fixed defi distance to the top edge of the rail. By off Exchange of the instrument with a common measurement target Even this point of the track can be set up in advance be measured with this device.

A bank meter located on the facility (Inclinometer) also represents the correct cant for sure.

With the head marked and measured on the substructure scores with appropriate opti devices or visual plotting and one on the car mon tated shifting device ensures that Instrument is exactly in the same axis, although the The wagon stands on a piece of track that has not yet been aligned. This can also be done by simple mechanical devices Instrument / laser set to a certain height become.

The same procedures would apply if the Setting up and setting up the instrument of GVP's he follows.

If the instrument / laser is set up correctly, it will the main point neighboring at a distance of approx. 30 m targeted. The measurement of the neighboring main point can otherwise by the same procedure and with the same Devices.  

The exit point of the optical axis is at the viewpoint therefore known in height and location, he is in location always in the target axis of the track, at a fixed height defined and set, but in any case Known distance to the upper edge of the rail.

The main target point device (see FIG. 13) is described below: This is essentially the same device as the main point of view device. Here, too, mechanical possibilities are provided for setting the target device in the same axis and at a defined distance from the top edge of the rail.

However, no instrument is used, the carriage or the adjustable device on the cart just takes a clearly visible target device, on which the instrument / laser from the main viewpoints be aligned.

It is also possible to use the main target point setup a target plate with large dimensions in the transverse direction or to provide a graduated crossbar, the can be adjusted horizontally. This allows the goal not just be focused on the center goal, but also on a readable, at the same height point outside the track axis (Off set).

Through this device it is possible to work in tight radii inevitably keep large tendon stitches relatively small, without reducing the distance between the main points.  

The measuring device for the lattice girders or intermediate points located between the main points is described below, in particular the adjustment and measuring frame used for this (see Fig. 14): In order to set up the track that is not yet in the desired position between the main points, a special adjustment is made - and measuring frame for use.

On this measuring frame, also designed as a carriage there is first a bank meter (inclino meters) to the required bank angle (about increase).

In addition, a target plate is attached that is horizontal is adjustable and over a fixed height Can adjust the top edge of the rail. The target plate, the naturally also as an automatic laser reception box can be formed, or the fulcrum of this reception unit, is located exactly in the spatial axis of the track. The target beam from the main can be on this receiving unit position to the main target point can be read or recorded. If the receiving unit is not transverse in areas where the cant is elevated aligned horizontally, it is also possible to Ver shift values with the data of the bank (from the inclino meter) mathematically.

The receiving unit should be dimensioned in this way be the spatial tendon between the main points surely hits. However, in tight radii there is also one Swiveling the tendon as in the upper section  described, possible to receive the tendon on the Ensure receiving unit.

Because by mathematical methods at any point the horizontal and vertical dimensions or at ent speaking inclinometer query is also possible at an angle, can the entire track grate under the carriage can now be adjusted until the setpoints on the Receiving unit are reached and the track is in Target position.

The car can then drive up to the next intermediate point and the setting in the target position at this point be made.

With appropriate programs, the whole process computer-assisted, if not automated, ge see inclinometers as well as laser receiving units already provided with outputs that query the enable corresponding data.

In addition, it is conceivable that everyone is to be set up Intermediate points are at the same distance (0.65 m or 1.30 m), simply by entering an intermediate point number the respective setpoints (stitches and cross slope) ask and / or display. Additional scanning arms in the after course of the adjustment and measuring frame can also the Kon perform trolls of inner accuracy.

The checks of the Longitudinal height and the direction of the track stand next to the  Ensuring the required internal accuracy of the Track also a check of the received stitch values represents.

In Figs. 15 to 19 different variants of the base construction are shown. The goal should always be achieved to ensure a stable and drivable track grate in the construction stage. Lattice girders, profile steels or punched sheet metal profiles in Z, L or B shapes can be used. Fig. 15 shows a track grate section according to the "Y-threshold" principle. In Fig. 16 base groups according to the "3-point system" are shown, while in Fig. 17 base groups are shown according to the "5-point system". Fig. 18 shows support groups according to the "4-point system". In Fig. 19 base groups with support crosses are shown.

In FIG. 20, the "3-point" system is shown for previously written modified new threshold system in "A" form. The threshold-like connection of the rail base blocks to one another is ensured by steel profiles 80 or alternatively with folded steel sheets. The use of lattice girders is also possible. The arrangement of the A-forms, which is rotated by 180 °, results in a track template that is stiffer in the longitudinal direction of the track. In the first construction phase, the rail base blocks are placed on the base support bases 17 described or on steel feet with foot plates 87 ( FIG. 11) and with the alignment of the track grate via vertical spindles 34 , which are preferably arranged on the outer sides of the rail base blocks 7 , in the final position brought. In principle, the reinforcement loops (hooks) are bent out 95 and , depending on the load on the support blocks 7, can also be provided with a hook head side 104 . A protrusion of the steel profiles 105 can ensure that the longitudinal reinforcement (not shown here) below 3 a and longitudinal reinforcement above 3 b can be installed. In addition, these protruding steel profiles 105 can be used to accommodate adjusting screws 14 for horizontal fine adjustment.

The well-known crack formation, as is the case with the Rheda system in grouting concrete from the threshold corner points (notch stress), is prevented by a pronounced base rounding 106 in addition to the described advantages of the composite material steel fiber reinforced concrete and additional reinforcement and thus the durability of the composite system rail base / concrete base layer is considerably improved.

Reference list

1

Flat surface

2nd

Hydraulically bound base layer (HGT)

3rd

a Longitudinal reinforcement at the bottom, assembled

3rd

b Longitudinal reinforcement on top, installed

4th

Lattice girders or steel profiles or sheets

5

Top chord

6

Lower chord

7

Rail base block

8th

rail

9

Concrete base course

10th

Assembly feet

11

Transport rail

12th

Construction and adjustment rail

13

System formwork

14

Adjusting screw

15

Adjusting head plate

16

Formwork anchors

17th

Base support base

18th

Cross gradients

19th

Rail base recess

20th

Steel triangular bar

21

Screw connection

22

Vertical spindle with base plate

23

Longitudinal reinforcement below - designed

24th

Longitudinal reinforcement above - pre-assembled

25th

Adjustment and fixing frame

26

Adjustment and fixation slide

27

Transport portal

28

Wedge of the foot

29

Fixing pliers

30th

Undercarriages

31

Headstock

32

Wedging horizontally

33

Spindle guide plates

34

Vertical spindle

35

Carriage spindles

36

Spindle guide bracket

37

Trough wall

38

Wedge plate

39

Cross slope concrete base course

40

Lattice girder bracket

41

Longitudinal groove

42

Spindle holder

43

Left spindle

44

Spindle right

45

Flanks

46

Spindle foot plates

47

Sliding formwork

48

Steel frame beams

49

Basic formwork

50

Rounding of formwork

51

Formwork vibrator

52

Surface of the base course

53

Leadership roles

54

Holding and guiding frame

55

Drag plate

56

Sliding surface

60

Adjustment frame

61

Side member

62

landing gear

63

Spindle feet

64

Leadership

65

Guide support spindle

66

Foot plates

70

Surface vibrator and puller

71

Lead frame

72

Screed

73

Surface vibrators

74

horizontally movable

75

Concrete surface

76

Oscillating movements

77

rotating

78

Trowel

80

Steel profile

81

Upper longitudinal reinforcement - threaded steel

82

Reinforcement mounting recesses

83

openings

84

Threaded socket connection

85

Lower longitudinal reinforcement

86

Lower cross reinforcement

87

Steel base with base plate

88

Assembly wedges

89

Surface diamond

90

Upper cross reinforcement

91

Top edge of concrete base layer

92

Safeguarded connection reinforcement

93

Corrugated steel case

94

Tack welding

95

Connection reinforcement (hook) bent out

96

Reinforcement drawing mat with end hook

97

Upper welded tabs

98

Lower welded tabs

99

Integrated upper cross reinforcement

100

Spacer bar

101

V-shaped bottom view

102

bevel

103

Corrugated surface

104

Hook head side

105

Overhang of the steel profiles

106

Base rounding

Claims (2)

1. Fixed carriageway system for at least one railroad track, especially for high speed traffic consisting of a hydraulically bound base layer and one on top arranged concrete base course, with prefabricated grids beams or steel profile elements with integrated rails support blocks as a threshold replacement together with the Rails as a track grate on the hydrau bound base layer are adjusted and fixed and in this state as an integral part of the Concrete base layer in a monolithic composite effect with the Longitudinal reinforcement are concreted. 2. Method of making a slab track system according to claim 1, wherein the lattice girder or steel profile elements on the hydraulically bound base layer adjusted and fixed and then in the concrete base layer can be concreted.