• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
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    • 专利摘要:
    betonnen bedding op een correcte, goed uitgelijnde en afgewerkte manier kan aangelegd worden, ongeacht de locatie waar de betonnen bedding aangelegd moet worden. The present invention relates to a method for constructing a ballastless railroad in which a FIG. 1 concrete bed can be laid in a correct, well-aligned and finished way, regardless of the location where the concrete bed must be laid.
    公开号:BE1022677B1
    申请号:E2015/5148
    申请日:2015-03-16
    公开日:2016-07-14
    发明作者:John Vastmans；Jonge Frans De
    申请人:Top-Off naamloze vennootschap；SLEEPERS besloten vennootschap met beperkte aansprakelijkheid；
    IPC主号:
    专利说明:

    METHOD FOR LAYING A BALLA-LESS RAILWAY TECHNICAL DOMAIN
    The invention relates to a method for constructing a railroad. In particular, the invention relates to a method for constructing a ballastless railroad.
    BACKGROUND ART
    A ballastless railroad, also known by the English term "slab track", is known in the art and indicates a railroad where the rails are typically directly attached to a concrete bed or concrete base and not mounted on sleepers in ballast, which is often the case with conventional railways. A train, a tram or a metro can, for example, travel on such a ballastless railroad.
    Ballastless railways offer many advantages compared to conventional railways. For example, they strive for correct positioning of every element that is part of the railway, such as the rails and the concrete bed, whereby the geometric parameters remain virtually unchanged over time. They also require less maintenance than conventional railways, where, since fewer interventions are needed, the operational availability of the railway infrastructure is simultaneously increased.
    However, the criteria for constructing such ballastless railways are often more demanding than for a conventional railroad, since they require greater precision in terms of their alignment and the position of the rails.
    Methods for constructing ballastless railways are known in the art. For example, EP 1 323 866 describes a method for making a fixed railway, wherein the rail-forming rails are first temporarily fixed on either side of a fixed surface on which a concrete bed is to be formed. Rail fastening elements are arranged in the concrete bed before it has cured and are correctly positioned with the aid of a positioning mechanism, which positioning mechanism is guided by the temporarily placed rails. EP 1 460 174 describes a similar method in which the track-bearing rails are temporarily fixed with the aid of width and height-adjustable rail carriers, such that they can control the positioning mechanism.
    A problem with current methods for the construction of ballast-free railways is that external positioning mechanisms are often required for the correct positioning of the permanent rail fixing means before concrete is applied. These positioning mechanisms are often cumbersome and difficult to handle, certainly when tracks have to be laid in places that are difficult to reach or where there is little space such as, for example, in a tunnel, underground or on a bridge, whereby placing the rail fastening elements and the rails is often very going slow. Furthermore, they are generally expensive to use and maintain and typically require specialized personnel to operate them. Another problem with the prior art methods is that the finishing and the horizontal and vertical alignment of the concrete bed often leaves something to be desired, and requires a great deal of time because it is usually carried out by hand. As mentioned earlier, the correction of any finishing errors on the concrete bed is often very expensive and significantly increases the cost of the railway to be constructed. Moreover, the concrete can only be applied after positioning of the rail mounting means. This is a time-delaying factor, since the concrete still has to cure afterwards.
    It is an object of the present invention to find a solution to at least some of the aforementioned problems.
    There is a need for an improved method for constructing ballast-free railways, whereby the concrete bed can be provided in a correct, well-aligned manner and this in a fast, cost-efficient manner with a good finish. Furthermore, there is a need for a method in which the rails can be fixed in a simple manner at the correct position and positioned on the concrete bed, preferably without the use of external positioning mechanisms or without the necessity of much subsequent adjustment of the rails. set.
    SUMMARY OF THE INVENTION
    The invention relates in a first aspect to a method for constructing a railroad as represented in claim 1.
    The method according to the present invention makes it possible to construct a concrete bed of a railway in a correct, well-aligned manner and this in a fast, cost-efficient manner with a good finish, regardless of the location where the concrete bed must be laid. The method according to the present method preferably also allows to attach rails to the concrete bed in a simple manner and this in the correct position on the concrete bed, preferably without the use of external positioning mechanisms for the rail fastening means, or without the need for to adjust the positioning of the rails a lot afterwards.
    DESCRIPTION OF THE FIGURES
    Figure 1 shows a schematic representation of a number of steps (A-I) of a method for constructing a railway according to a preferred embodiment of the present invention.
    Figure 2 gives a schematic representation of temporary fasteners that can be used for temporarily fastening a rail and a formwork in a trench according to an embodiment of the present invention.
    Figure 3 shows a schematic representation of a number of steps (A-C) of a method for constructing a railway according to an alternative embodiment of the present invention.
    DETAILED DESCRIPTION
    Unless defined otherwise, all terms used in the description of the invention, including technical and scientific terms, have the meaning as generally understood by those skilled in the art of the invention. For a better assessment of the description of the invention, the following terms are explicitly explained. "A", "de" and "het" in this document refer to both the singular and the plural unless the context clearly assumes otherwise. For example, "a dowel" means one or more than a dowel.
    When "about" or "round" is used in this document for a measurable quantity, a parameter, a duration or moment, and the like, variations are meant of +/- 20% or less, preferably +/- 10% or less, more preferably +/- 5% or less, even more preferably +/- 1% or less, and even more preferably +/- 0.1% or less than and of the quoted value, insofar as such variations of are applicable in the described invention. However, it must be understood here that the value of the quantity at which the term "about" or "round" is used is itself specifically disclosed.
    The terms "include", "comprising", "consist of", "consisting of", "provided with", "contain", "containing", "include", "including", "contents", "contents" are synonyms and are inclusive or open terms indicating the presence of what follows, and which do not preclude or preclude the presence of other components, features, elements, members, steps, known from or described in the prior art.
    The citation of numerical intervals by the end points includes all integers, fractions and / or real numbers between the end points, including these end points.
    In a first aspect, the present invention relates to a method for constructing a railroad, preferably a ballastless railroad. The method is suitable for constructing a railroad, preferably a ballastless railroad, at any location or location. The method is preferably suitable for constructing a railroad in places where space is limited and / or that are difficult to reach, such as in a tunnel, on a bridge, aqueduct or overpass, underground, but also in densely overgrown or desolate places , such as a desert, tundra or jungle. The method preferably relates to a method for making a ballastless railroad. This ballastless railroad can comprise any ballastless railroad and comprises, for example, tram railways, metro railways, train railways or high-speed train railways.
    The method according to the present invention comprises the following steps: a. Providing a first concrete layer on a substrate, which first concrete layer comprises a lower surface that is in contact with the substrate and an opposite upper surface; b. removing at least a portion of an upper portion of the first concrete layer, which upper portion extends from the upper surface of the concrete layer to the lower surface; c. providing two temporary rails on the first concrete layer of which at least part of the upper part is removed; d. providing concrete on the first concrete layer with the aid of a vehicle running on the temporary rails, thereby forming a second concrete layer on the first concrete layer; e. moving the temporary rails from the first concrete layer to the second concrete layer, the rails being permanently fixed on the second concrete layer with the aid of permanent fastening means.
    When a concrete layer is laid on a surface, it often happens that the surface does not completely match perfectly with eg. a horizontal x-y plane, but there is a certain angle with it and / or it happens that the substrate shows irregularities, i.e. the substrate is not perfectly flat, but exhibits at certain places eg. valleys or wells and in other places eg. bulges or accumulations. As a result, the concrete layer that is laid on this surface often takes over the same slope and / or unevenness from the surface. In addition, additional irregularities can be created during the construction of the concrete layer. This ensures that in most cases the horizontal and vertical alignment of the first concrete layer, i.e. its upper surface on which the railway will be laid, does not correspond to the planned horizontal and vertical alignment of the railway to be laid. To solve this, a planned horizontal and vertical alignment of the railway to be constructed is measured in the method according to the present invention, taking into account the horizontal and vertical alignment of the first concrete layer, ie of the upper surface of the first concrete layer, wherein the at least partially removable upper portion of the first concrete layer is adjusted as a function of the planned alignment such that at least a portion of the upper surface of the first concrete layer corresponds to the planned alignment. For example, the slope of the upper surface can be adjusted on at least a part of the upper surface, such that it e.g. substantially corresponds to a planned slope of the railway to be constructed, and / or, for example, at least a part of the upper surface can be leveled, such that any unevenness on the upper surface can be eliminated. It is obvious that the horizontal and vertical alignment can be carried out both on a first concrete layer provided according to the method of the present invention and on an already existing concrete layer.
    According to the present invention, the temporary rails applied to the first concrete layer, at least a part of which is removed from the upper part, will preferably assume the same adjusted horizontal and vertical alignment of the at least partly adapted upper surface of the first concrete layer, ie preferably the temporary rails will be positioned on the first concrete layer where the upper surface is adjusted in function of the planned alignment of the railway to be constructed. When the second concrete layer is laid on the first concrete layer, the second concrete layer will also assume the correct planned horizontal and vertical alignment because it is laid with the aid of a vehicle running on the temporary rails. In this way, by the simple step of removing at least a portion of the upper part of the first concrete layer, the second concrete layer can be applied in a correct, well-aligned manner and this in a fast, cost-efficient manner. Furthermore, the method according to the present invention offers the advantage that the temporary rails used for laying the first concrete layer are also used to form the final permanent rails on the second concrete layer, which makes logistics much simpler and much saves staff and thus further improves the cost efficiency of the process. It is also possible, for example, to drive a vehicle on tires on the first concrete layer, at least a part of which is removed from the upper part, so as to provide the second concrete layer. This option also allows correct, proper alignment of the second concrete layer in a fast and cost-efficient manner. In the case of this option where a vehicle on tires is used, the temporary rails are not necessary.
    The provision of concrete on the first concrete layer with the aid of a vehicle running on the temporary rails, whereby a second concrete layer is formed on the first concrete layer, can occur next to or between the two temporary rails. According to a preferred embodiment, the concrete is provided on the first concrete layer in step d) between the two temporary rails, since this is practically simpler, certainly in places where space is limited and / or which are difficult to reach.
    Preferably, the first concrete layer comprises a concrete thickness measured between the upper surface and the lower surface along a z-axis that is substantially perpendicular to a horizontal x-y plane. The upper part of the first concrete layer preferably runs from the upper surface of the concrete layer to the lower surface to a maximum of 99% of the concrete thickness, preferably to a maximum of 90% of the concrete thickness, even more preferably to a maximum of 80% of the concrete thickness, even more preferably up to a maximum of 60%, even more preferably up to a maximum of 40% of the concrete thickness, even more preferably up to a maximum of 30% of the concrete thickness, even more preferably up to a maximum of 20% of the concrete thickness, most preferably up to maximum 10% of the concrete thickness. According to a preferred embodiment, the upper part of the first concrete layer runs from the upper surface of the concrete layer to the lower surface up to a maximum of 5% of the concrete thickness. In this way the upper surface of the first concrete layer can be corrected and adjusted on the basis of the planned horizontal and vertical alignment of the railway to be constructed, without having to significantly remove the first concrete layer, which again costs -efficiency of the process.
    According to an embodiment of the present invention, substantially the entire upper surface of the first concrete layer will be adjusted so that it corresponds to the planned alignment. For example, the plane and / or the slope of substantially the entire upper surface can be adjusted such that it e.g. substantially corresponds to a planned plane and / or slope of the railway to be constructed, and / or, for example, substantially the entire upper surface can be leveled, such that irregularities occurring on the upper surface can be eliminated. As a result, when providing on the first concrete layer, the temporary rails will assume the same adjusted horizontal and vertical alignment of the adjusted upper surface of the first concrete layer and thus also the second concrete layer which is applied to the first concrete layer.
    According to a particularly preferred embodiment, only a portion of the upper surface of the first concrete layer will be adjusted such that it corresponds to the planned alignment. Preferably, removal of at least a portion of the upper portion of the first concrete layer in step b) is done by providing at least two channels in the first concrete layer that run substantially parallel to each other, preferably with the two temporary rails in the channels are provided, preferably one temporary rail per channel. Each trench here preferably comprises a trench depth measured from the upper surface of the concrete layer to the bottom surface along a z-axis, which z-axis is substantially perpendicular to a horizontal xy plane, the trench depth of each trench being adjusted as a function of the planned alignment of the railway to be constructed. In a preferred embodiment, each trench comprises a trench depth measured along the z-axis going from the top surface of the concrete layer to the bottom surface up to a maximum of 99% of the concrete thickness, more preferably to a maximum of 80% of the concrete thickness, even more preferably to a maximum 60% of the concrete thickness, more preferably up to a maximum of 40% of the concrete thickness, even more preferably up to a maximum of 30% of the concrete thickness, even more preferably up to a maximum of 20% of the concrete thickness, most preferably up to a maximum of 10% of the concrete thickness. According to a preferred embodiment, each trench comprises a trench depth measured along the z-axis going from the top surface of the concrete layer to the bottom surface up to a maximum of 5% of the concrete thickness. In this way, the channel depth of each channel can be corrected and adjusted based on the planned alignment of the railway to be constructed, without having to significantly remove much of the first concrete layer. The trench depth of the present invention preferably has a value ranging between about 0.1 cm and about 10 cm, more preferably between about 0.2 cm and about 8 cm, even more preferably between about 0.3 and about 6 cm, even more preferably between about 0.4 and about 4 cm, most preferably between about 0.5 and about 2 cm. Preferably, in addition to the adjustment of the channel depth, the orientation of each channel in the horizontal x-y plane will also be adjusted as a function of the planned alignment of the railway to be constructed.
    Each trench preferably comprises a trench length and trench width, the trenches running substantially parallel to each other according to their trench length, which is preferably essentially endless. The trench width of each trench is preferably wide enough to position at least one temporary rail, the rail running along its length along the trench length of the trench. Each trench preferably has a trench width with a value ranging between approximately 5 cm and approximately 200 cm, more preferably between approximately 10 cm and approximately 150 cm, even more preferably between approximately 15 and approximately 100 cm, even more preferably between 20 and 80 cm, most preferably between about 25 and 60 cm.
    The mutual distance between the two channels, as measured in a transversal direction that is substantially perpendicular to the longitudinal direction, in which longitudinal direction the two channels run substantially parallel to each other, is preferably wider than the width of the second to be applied concrete layer measured according to the transversal direction, such that the second concrete layer can be laid between the two channels. The mutual distance between the two channels, as measured in the transverse direction, preferably comprises a value between approximately 0.5 m and approximately 7 m, even more preferably between approximately 1 m and approximately 6 m, even more preferably between 1.5 m and approximately 5 m, even more preferably between 2 and 4 m, most preferably a value of around approximately 3 m, wherein the mutual distance is measured from substantially the center of the trench width of the one trench to substantially the center of the channel width of the other channel according to the transversal direction.
    Because the alignment of the channels is adjusted as a function of the planned alignment of the railway to be constructed, the two temporary rails are preferably provided in the channels, so that the rails also assume the same adjusted alignment and thus also the second concrete layer applied to the first concrete layer with the aid of a vehicle running on the temporary rails.
    The removal of at least a part of the upper part of the first concrete layer can be done in any way. According to a preferred embodiment of the present invention, the removal of at least a part of the upper part of the first concrete layer is effected by milling away that part, e.g. using a device suitable for milling or milling device. The current milling devices are capable of removing at least a part of the upper part of a concrete layer in a very accurate manner and preferably allow at least a part of the upper surface of the first concrete layer to be matched to an accuracy of 1 mm with the planned alignment of the railway to be constructed.
    According to a preferred embodiment, for providing concrete in step d), a formwork is provided on the first concrete layer, in which formwork the concrete will be provided. The term "formwork" according to the present invention is a term known in the art and typically refers to an often temporarily applied mold or counterform in which concrete can be provided, e.g. deposited. The mold or counter-shape hereby holds the concrete and optionally also a reinforcement for concrete in place during the provision and hardening of the concrete. The mold or counterform can comprise any material known in the state of the art such as, inter alia, wood, plastic, metal, steel or any combination of these materials. When the concrete has hardened, the formwork is usually removed and optionally reused. At the places where the formwork holds the concrete in place during hardening, an additional coating or layer can be provided that allows the mold or counter mold to be more easily removed from the concrete, once cured.
    The use of a formwork for the second concrete layer allows, in addition to a correct alignment of the second concrete layer, also to obtain a better finish, certainly at the edges of the second concrete layer. The formwork can be positioned next to or between the two temporary rails. The formwork is preferably positioned between the two temporary rails such that concrete can be provided in a simple manner with the aid of a vehicle running on the temporary rails, certainly in places where space is limited and / or which are difficult to reach. Preferably, the formwork will be positioned on the first concrete layer where the upper surface is adjusted as a function of the planned alignment of the railway to be constructed, such that the formwork will also assume this alignment and thus also the second concrete layer, which is formed using the formwork. In another preferred embodiment, the formwork is arranged at an angle at an angle with respect to the first concrete layer. This may be desirable if a different alignment is desired at least locally for the second concrete layer than for the first concrete layer.
    When substantially the entire top surface of the first concrete is adjusted so that it matches the planned alignment of the railway to be laid, the formwork positioned on the first concrete layer will assume the same adjusted horizontal and vertical alignment of the adjusted top surface of the first concrete layer and thus also the second concrete layer, which is applied to the first concrete layer.
    When only a portion of the upper surface of the first concrete layer is adjusted so that it corresponds to the planned alignment of the railway to be constructed, the formwork will preferably assume the same adjusted horizontal and vertical alignment of the adjusted upper surface of the first concrete layer, The formwork will preferably be positioned on the first concrete layer where the upper surface is adjusted as a function of the planned alignment of the railway to be constructed, such that also the second concrete layer formed with the formwork will assume this alignment. If according to a preferred embodiment at least two channels are provided in the first concrete layer, as described above, the formwork will preferably be positioned in the two channels, between the two temporary rails, in which formwork the concrete will be provided. However, it is also possible that, for example, two additional channels are provided between the two already provided channels with the second temporary rails, in which two additional channels the formwork is provided, the additional two channels running substantially parallel to each other and with the two already foreseen channels, and where the additional two channels, just like the two already provided channels, have an alignment that is adjusted according to the planned alignment of the railway to be constructed. Furthermore, it is also possible that not the two temporary rails are positioned in the two channels, but the formwork, wherein the two temporary rails are preferably positioned on either side next to the two channels, such that, due to the correct alignment of the formwork in the trenches, the second concrete layer also has the correct alignment when concrete is poured in using a vehicle that runs on the two temporary rails. It is clear that different combinations or variations are possible.
    The two temporary rails can be provided separately on the first concrete layer or can be temporarily attached to the first concrete layer with temporary fasteners. According to a preferred embodiment, provision is made for the two temporary rails on the first concrete layer by fixing the temporary rails with temporary fastening means to the first concrete layer. This prevents that when a vehicle drives over the temporary rails when providing concrete, the rails can, for example, tilt or move, which would also have an effect on the construction of the second concrete layer.
    According to a preferred embodiment, the formwork comprises at least two substantially plate-shaped formwork elements, herein forming a gutter with the first concrete layer in which the concrete is provided. Preferably, the at least two substantially plate-shaped formwork elements form a channel with the upper surface of the first concrete layer. According to a preferred embodiment, when two channels are provided in the first concrete layer, as described above, the two formwork elements are preferably positioned in the two channels, one formwork element per channel, between the two temporary rails. When two additional channels are provided between the two already provided channels with the temporary rails, as described above, the two formwork elements are preferably positioned in the two extra channels, one formwork element per extra channel. Furthermore, it is also possible that the two formwork elements are positioned in the two channels, one formwork element per channel, and not the temporary rails, wherein the two temporary rails are preferably positioned on either side next to the two channels. It is clear that different combinations or variations are possible.
    The formwork can be provided on the first concrete layer using any fastening means known in the art. According to an embodiment, the formwork is fixed on the first concrete layer with the aid of temporary fastening means, such that the formwork cannot tilt or move during use, but can still be easily removed from the first concrete layer after use. According to a preferred embodiment, the formwork is removed after the second concrete layer has been provided and can preferably be reused. This allows systematic use of the same formwork during the construction of the railroad.
    According to a preferred embodiment, a reinforcement is provided for providing concrete in step d), which reinforcement is suitable for reinforcing the second concrete layer. The term "reinforcement" or "reinforcement for concrete", used herein as synonyms, is a term known in the art and refers to a reinforcing element that is provided in concrete to reinforce and make it more resistant to, for example, pressure or tensile forces to which the concrete is subjected. When a reinforcement is present in the concrete, "reinforced concrete" is typically used. The reinforcement according to the present invention can comprise any configuration known in the state of the art and can for instance be provided in the form of rods, nets, cables, gratings, etc. and can furthermore comprise any material known in the state of the art, such as metal, e.g. steel, fiberglass, plastic, etc. According to a preferred embodiment, the reinforcement preferably comprises bars, preferably steel bars. The reinforcement can be provided on the first concrete layer without formwork or can also be provided on the first concrete layer in combination with a formwork, whether or not (bearing) connected to it. According to a preferred embodiment, both a formwork and a reinforcement are provided, wherein the reinforcement is preferably connected to the formwork in bearings. More preferably, the reinforcement is detachably connected to the formwork, which allows the formwork to be dismantled after use, such that the formwork can be reused and the reinforcement remains in the second concrete layer.
    According to a preferred embodiment, at least a part of the permanent fixing means for permanently fixing the rails on the second concrete layer are bearing-connected to the reinforcement. The permanent fastening means according to the present invention can comprise any fastening means known in the prior art for fixing rails to a concrete layer. WO 2014 198 585, WO 2014 184 059 and WO 2009 043 822 illustrate non-limiting examples of fasteners that can be used in accordance with the present invention and are hereby incorporated by reference. The fastening means can for instance comprise at least one screw, plate, spring element, dowel, etc. in any shape, configuration or material. When in the present invention it is described that the reinforcement is journalled to at least a part of the permanent fasteners, this indicates that the reinforcement can be journalled to any part of the permanent fasteners, such as for example a screw, a plate, a spring element, a dowel, etc. of the permanent fastening means or any mutual combination of the parts of the permanent fastening means, such as, for example, a combination of dowel and screw.
    The bearing connection of the reinforcement to at least a part of the permanent fastening means makes it possible to automatically provide that part of the fastening means when providing the reinforcement. This makes it possible to position that part of the permanent fastening means in the reinforcement such that once concrete is provided over the reinforcement and the second concrete layer is formed, the rails can be mounted on the second position in a correct, ie a desired, position concrete layer using the at least partially pre-positioned fasteners. The reinforcement preferably has a correct alignment in accordance with the planned alignment of the railway to be constructed, for example in that the reinforcement is positioned on the upper surface of the first concrete layer where the upper surface is adapted to the planned alignment, e.g. when substantially the entire upper surface of the first concrete has been adjusted such that it corresponds to the planned alignment, or because the reinforcement is connected to the formwork, e.g. journalled or dismountable, the formwork being positioned on the at least partially adapted upper surface of the first concrete layer such that, due to the correct alignment of the formwork, the reinforcement connected to the formwork also has a correct alignment. Due to the correct alignment of the reinforcement, at least a part of the permanent fastening means, bearing-connected to the reinforcement, will also be correctly aligned. In other words, by the simple step of removing at least a part of the upper part of the first concrete layer, all elements that may or may not be interconnected, ie the temporary rails, reinforcement, formwork and / or at least a part of the permanent fasteners, adopt the correct planned alignment, such that the resulting second concrete layer can be applied to the first concrete layer in a correct, well-aligned manner.
    According to an embodiment of the present invention, substantially the entire upper surface of the first concrete layer will be adjusted so that it corresponds to the planned alignment, wherein the two temporary rails, a reinforcement and optionally a formwork are provided on the first concrete layer. The temporary rails, the reinforcement and optionally the formwork will hereby, when provided on the first concrete layer, assume the same adjusted horizontal and vertical alignment of the adjusted upper surface of the first concrete layer and thus also the second concrete layer, which on the first concrete layer is applied.
    At least a part of the permanent fixing means for permanently fixing the rails on the second concrete layer can in this case be bearing-connected to the reinforcement, as discussed above.
    According to a preferred embodiment at least a part of the permanent fixing means for permanently fixing the rails on the second concrete layer is bearing-connected to the reinforcement and the reinforcement is bearing-connected to the formwork, more preferably demountably connected to the formwork. Because the formwork is preferably positioned on the at least partially adapted upper surface of the first concrete layer with an alignment corresponding to the planned alignment of the railway to be laid, the reinforcement will be bearing the same corresponding alignment because the reinforcement is bearing-mounted. as well as at least a part of the permanent fasteners that are bearing-connected to the reinforcement. In other words, by providing the formwork, at least a part of the permanent fastening means will also be automatically provided with a correct alignment and already at a correct position on the reinforcement where the rails will later be attached to the second concrete layer. When concrete is poured into the formwork, that part of the permanent fastening means will already be surrounded and secured in the correct position in the concrete and thus already be provided in the second concrete layer, such that when the rails must afterwards be secured to the second concrete layer, the rails can simply be moved to this position and fixed using the permanent fasteners. This ensures that external, cumbersome, difficult to handle positioning mechanisms are no longer required to correctly position the fastening means in the second concrete layer, which is now often the case with the methods used in the prior art.
    According to a preferred embodiment, the permanent fastening means comprise at least one dowel, the reinforcement being bearing-connected to the at least one dowel. A "dowel" as used herein is a term known in the art and refers to an anchoring element typically used in anchoring an object, typically a screw, in a non-elastic material such as, for example, concrete. The dowel is hereby typically provided in a precisely fitting preformed hole in the non-elastic material or may be provided in the non-elastic material when this material is in a different state. For example in the case of concrete, the dowel can be surrounded by concrete in the liquid state or placed in the concrete when it is still in a liquid state, after which the concrete is hardened and the dowel gets stuck in the concrete. The dowel can comprise any shape as well as any material known in the art. The dowel preferably comprises a plastic material which is preferably elastic or at least partially elastic. The dowel is preferably hollow and substantially tubular with an open end and an opposite closed end. To effect an anchoring, the screw is typically inserted through the open end into the cavity of the dowel. The inner surface of the tubular dowel is herein typically provided with a screw pattern that is complementary to the screw pattern of the screw that is fitted in the dowel, such that the screw is inserted into the dowel via a rotational movement and thus becomes stuck in the dowel . Dowels with two open ends can, for example, also be used instead of the mentioned dowel with an open and a closed end. A dowel with two open ends has the advantage that a liquid, such as for example water, cannot accumulate in the dowel and can be used for drainage.
    The preferably mounted connection between the reinforcement and the at least one dowel allows this dowel to be positioned correctly on the reinforcement even before concrete is provided on it. In this way, when providing concrete, the at least one dowel can be surrounded by concrete and anchored in the second concrete layer and this already in the correct position where afterwards, after forming the second concrete layer, the rails can be provided and be attached to the second concrete layer. The permanent fastening means preferably comprise at least one screw that fits into the dowel. This screw is preferably only provided in the dowel when the second concrete layer has already been applied and cured. In this way the rails can be attached to the second concrete layer by means of the screw by arranging the screw in the pre-positioned dowel in the second concrete layer. Preferably, the permanent fastening means comprises, in addition to at least one screw, at least one spring element and at least one fastening plate for further positioning and fixing of the rails on the second concrete layer.
    Preferably, the reinforcement is journalled to the at least one dowel via at least one positioning element, i.e. an element that holds the dowel in the correct position on the reinforcement. Preferably, the at least one positioning element holds the dowel positioned with the closed end of the dowel substantially directed towards the upper surface of the first concrete layer. The latter applies to a dowel with a closed and an open end, as described above. In the case of a dowel with two open ends, an open end of the dowel will be directed substantially towards the upper surface of the first concrete layer. The positioning element may, for example, comprise a clamping system that clamps the dowel and thus holds it in position or it may, for example, comprise an annular holder which encloses the outer diameter of the dowel and thus holds the dowel in position. The positioning element can be an integral part of the reinforcement or can be separately connected to the reinforcement. Optionally, the positioning element, which holds the dowel in position, can be placed at different adjustable positions on the reinforcement so as to adjust the position of the dowel in on the reinforcement. Furthermore, the dowel and / or the positioning element may comprise a control mechanism that checks whether the dowel is held in the correct position via the positioning element. The dowel and / or the positioning element can for instance comprise a magnet that allows the dowel and the positioning element to be positioned at the correct position relative to each other.
    According to a preferred embodiment, the permanent fastening means comprise at least one dowel, the reinforcement being bearing-connected to the at least one dowel, preferably via at least one positioning element, and the reinforcement being bearing-connected to the formwork, more preferably demountably connected to the formwork. The formwork herein preferably comprises at least two substantially plate-shaped formwork elements, which can be positioned on the first concrete layer according to any configuration as described above, which form an upwardly open, trough-shaped construction with the first concrete layer, and between which two formwork elements the reinforcement is included. The positioning element preferably holds the dowel in such a position between the two formwork elements of the formwork such that the at least one dowel is already in the correct position between the two formwork elements where afterwards, after forming the second concrete layer, the rails can be provided and bonded to the second concrete layer.
    According to another embodiment of the present invention, at least a part of the fixing means for permanently fixing the rails on the second concrete layer is placed in the second concrete layer before the substantial curing of the second concrete layer. According to a preferred embodiment, the permanent fastening means comprise at least one dowel that is placed in the second concrete layer before the substantial hardening of the second concrete layer. For the correct positioning of at least a part of the fastening means in the second concrete layer, positioning mechanisms are preferably used as known in the prior art.
    According to yet another embodiment of the present invention, at least a part of the fixing means for permanently fixing the rails is placed in the second concrete layer after the substantial curing of the second layer. According to a preferred embodiment, the permanent fastening means comprise at least one dowel that is placed in the second concrete layer after the substantial hardening of the second concrete layer, preferably in a precisely fitting pre-formed hole in the second concrete layer. Any technique known in the art can be used to provide at least a portion of the fasteners in the second concrete layer after substantially curing the second concrete layer.
    According to a preferred embodiment, the first concrete layer comprises at least one connecting element which ensures a better attachment between the first concrete layer and the second concrete layer. Such a connecting element can for instance be an element which is partly embedded in the first concrete layer and partly protrudes on the upper surface of the first concrete layer. When providing concrete on the first concrete layer to form the second concrete layer, the part of the connecting element protruding from the first concrete layer will be poured over and embedded with concrete and thus form a connection between the first and the second concrete layer. The connection element can comprise any material such as metal, e.g. steel, fiberglass, plastic, etc. and may have any shape or configuration, such as in the form of bars, nets, cables, gratings, etc. According to a preferred embodiment, the connecting element is rod-shaped and preferably comprises steel.
    The concrete according to the present invention can comprise any type of concrete and any composition as known in the art. The type of concrete and the concrete composition of the first concrete layer can but must not be the same as the type of concrete and the concrete composition of the two concrete layer.
    In the following, the invention is described a.d.h.v. non-limiting examples illustrating the invention with reference to the figures. These are not intended or may not be interpreted to limit the scope of the invention.
    Figure 1 gives a schematic representation of the various steps (A-H) of a method for making a railroad according to a preferred embodiment of the present invention. This is a method for making a railroad in a tunnel, where a lack of space often makes it difficult to construct a railroad in a simple and cost-efficient manner. The figure shows that two railways are being built next to each other in the tunnel (Fig. 1A). However, it is clear that this method is equally applicable to the construction of one or more railways, whether or not in a tunnel.
    Figure 1A shows a cross section of a tunnel (1). After the tunnel (1) has been drilled, a filling material is applied to the bottom of the tunnel to form a substrate (2) on which a first concrete layer (3) is applied. Connection elements (5) are arranged in the first concrete layer, two per railway to be constructed. These connection elements (5) will ensure a better attachment between the first concrete layer (3) and the second concrete layer to be laid (see further description).
    Figure 1B gives an enlarged view of the indicated area of Figure 1A (rectangle). Here again the substrate (2) is visible with above it the first concrete layer (3) with the connection elements (5). As visible in Figure 1B, these connection elements are partly embedded in the first concrete layer (indicated by the dotted line) and protrude above the first concrete layer (3) in two places (per connection element). The first concrete layer (3) has a lower surface (L) that is in contact with the substrate (2) and an upper surface (U) opposite to the lower surface. A part of an upper part of the first concrete layer has been removed in the form of two channels (4) that run substantially parallel to each other, each channel comprising a channel depth (Z4) measured according to a z-axis, which z-axis is substantially perpendicular to a horizontal xy plane extending from the top surface (U) of the concrete layer to the bottom surface (L) to 5% of the concrete thickness (Z4), the trench depth (Z4) of each trench being adjusted in function of the planned alignment of the railway to be constructed. The orientation of each channel in the horizontal x-y plane was also adjusted in function of the planned alignment of the railway to be constructed. Each channel has a channel length (not visible) and a channel width (according to the y-axis). The channel width according to this embodiment comprises a value of approximately 25 cm and the channel depth (Z4) a value of approximately 1 cm. The two channels (4) run substantially parallel to each other according to their channel length which is essentially endless and runs parallel to the longitudinal direction of the railway to be constructed. The channels were laid using a milling device.
    As visible in Figure 1C, in a next step two temporary rails (6) are provided in the channels (4), one temporary rail (6) per channel (4), the temporary rails running along its length along the channel length of the channels (not visible). These temporary rails can be placed loosely in the channels or temporarily fixed in the channels on the first concrete layer (3) with the aid of temporary fasteners (see figure 2). In addition to the temporary rails (6), preferably positioned between the two temporary rails (6), two plate-shaped formwork elements (7) are provided in the channels (4), i.e. one formwork element per channel. The formwork element can be positioned flat along the temporary rails as visible in figure 1C, or the formwork element and the temporary rail can be positioned at a certain distance in the channel from each other (not visible). The two formwork elements (7) form an upwardly open, gutter-shaped construction with the first concrete layer (3) in which concrete can be provided. Because the channels are adapted to have an alignment that corresponds to the alignment of the railway to be constructed, the temporary rails and the formwork provided in the channels will assume the same alignment.
    The temporary rails (6) can be placed loosely in the channels as shown diagrammatically in Figure 1 or be temporarily fixed in the channels to the first concrete layer (3) with the aid of temporary fastening means as shown diagrammatically in Figure 2. Figure 2 shows, similar to Figure 1, the first concrete layer (3) again, with a trench (4) provided therein, the temporary rail (6) being temporarily attached to the first concrete layer (3) in the trench (4) using of a temporary fastener comprising two screws (17) temporarily secured in the trench (4) in the first concrete layer (3). The temporary fastener further comprises a fastener plate (16) positioned in the trench and adhered to the first concrete layer with the aid of the two screws (17). Bearing connected to the screws (17) and the mounting plate (16) are two spring elements (18) that hold the temporary rail (6) in position on the mounting plate. The mounting plate (16) will position the temporary rail in the channel such that the rail has the same alignment as the channel, which is adapted to have an alignment that corresponds to the alignment of the railway to be constructed. In addition to the anchoring plate (16) clamped between the side wall of the trench (4) and the mounting plate (16), a formwork element (7) is provided which will also assume the same alignment as the alignment of the trench.
    Simultaneously with or after positioning of the temporary rails (6) and the formwork elements (7), a steel reinforcement (8) is provided between the two formwork elements (7), which reinforcement is demountably connected to the formwork elements with the aid of screws (10) (figure 1D and figure 2). According to this embodiment, the reinforcement (8) comprises steel bars (8) with pre-positioned dowels (9) (Figure 1D). The dowels (9) form part of the permanent fastening means which will later fix the rails (6) on the second concrete layer to be laid. The dowels are positioned on the reinforcement via annular positioning elements (not visible) and are hollow and substantially tubular with an open end and an opposite closed end, the closed end of each dowel pointing substantially towards the upper surface of the first concrete layer. Dowels with two open ends can, for example, also be used instead of the mentioned dowels with an open and a closed end. A dowel with two open ends has the advantage that a liquid, such as for example water, cannot accumulate in the dowel and can be used for drainage.
    After providing the steel reinforcement (8) with pre-positioned dowels (9), concrete is provided between the two formwork elements (7) with the help of a railway vehicle (12) that with its wheels and / or tracks (13) drives the temporarily placed rails (6) (Figure 1E), to form a second concrete layer (11) on the first concrete layer (3). Optionally, a device for leveling the provided concrete, such as for example a vibrating needle or a vibrating beam, can be used to divide the concrete nicely in the formwork and to push it in such a way that a nice, smooth second concrete layer can be obtained. After the concrete (11) has hardened partially or completely, the two formwork elements are dismantled from the reinforcement (8) which is now embedded in the second concrete layer (11) (Figure 1F). The formwork elements can preferably be reused. The surface of the second concrete layer is then smoothly milled to where the open end of the dowels (9) is positioned (Figure 1G). In a next step, the temporary rails (6) are moved from the channels (4) to the position of the dowels (9) and fixed there using permanent fastening means (14) via the dowels (9) (Figure 1H). Optionally, before or after permanent attachment of the rails to the second concrete layer, the channels (4) in the first concrete layer on either side of the second concrete layer can be smoothly milled, such that a flat, even first concrete layer is obtained (Figure 11).
    Figure 3 A-C shows a schematic representation of a number of steps of a method according to another embodiment of the present invention. Figure 3A shows, similar to Figure 1, a cross-section of a substrate (2) on which a first concrete layer (3) is provided. Here too, connection elements (5) are provided for better attachment between the first concrete layer (3) and the second concrete layer to be applied. According to this embodiment, again a part of the upper part of the first concrete layer has been removed in the form of two channels (4B). In this embodiment, two additional channels (4A) are provided between the two channels (4B). The outer two channels (4B) are suitable for placing temporary rails (6), while the inner two additional channels (4A) are suitable for placing two formwork elements (7), as shown in Figure 3B. Both the outer two channels (4B) and the inner two additional channels (4A) hereby run substantially parallel to each other along the longitudinal direction of the railway to be constructed and are adapted to the planned alignment of the railway to be constructed. The channel width of the inner two additional channels (4A) is hereby adapted to correspond to the dimensions of the formwork elements (7). Furthermore, a reinforcement (15) is provided between the two formwork elements (7) in the form of two steel bars which connect the two formwork elements to one another and in this way also hold the two formwork elements in position. Concrete is then poured again between the two formwork elements (7) with the aid of a railway carriage running over the temporary rails (not shown), to form a second concrete layer (11) on the first concrete layer (3). According to this embodiment, no reinforcement is used with pre-positioned dowels for correctly positioning the rails (6) on the second concrete layer, but other mechanisms can be employed. For example, the rail fasteners can be placed in the concrete before it is cured, or, after curing and optionally smoothing the concrete, the fasteners can be drilled and bonded in the concrete to permanently attach the rails to the second concrete layer.
    It is believed that the present invention is not limited to the embodiments described above and that some modifications or changes can be added to the described examples without re-evaluating the appended claims.
    权利要求:
    Claims (15)
    [1]
    CONCLUSIONS
    A method for constructing a railroad, the method comprising the following steps: a. Providing a first concrete layer (3) on a substrate (2), which first concrete layer comprises a bottom surface in contact with the substrate and an opposite upper surface; b. removing at least a portion of an upper portion of the first concrete layer, which upper portion extends from the upper surface of the concrete layer to the lower surface; c. providing two temporary rails (6) on the first concrete layer of which at least a part of the upper part is removed; d. providing concrete on the first concrete layer with the aid of a vehicle (12, 13) running on the temporary rails, thereby forming a second concrete layer (11) on the first concrete layer; e. moving the temporary rails from the first concrete layer to the second concrete layer, the rails being permanently fixed to the second concrete layer with the aid of permanent fastening means (14); characterized in that a planned horizontal and vertical alignment of the railway to be constructed is measured taking into account the horizontal and vertical alignment of the first concrete layer, wherein the at least partially removable upper part of the first concrete layer is adjusted as a function of the planned alignment, such that at least a part of the upper surface of the first concrete layer corresponds to the planned alignment.
    [2]
    Method according to claim 1, wherein the provision of concrete on the first concrete layer in step d) takes place between the two temporary rails.
    [3]
    Method according to claim 1 or 2, characterized in that the removal of at least a part of the upper part of the first concrete layer in step b) is effected by providing at least two channels (4) in the first concrete layer which are substantially running parallel to each other, preferably wherein said two temporary rails are provided in said channels.
    [4]
    Method as claimed in claim 1 or 2, wherein for providing concrete in step d), a formwork is provided on the first concrete layer, in which formwork the concrete will be provided and preferably which formwork is positioned between the two temporary rails .
    [5]
    Method according to claim 3, wherein for providing concrete in step d), a formwork is provided, which formwork is positioned in the two channels between the two temporary rails and in which formwork the concrete will be provided.
    [6]
    Method as claimed in claim 4 or 5, wherein the formwork comprises at least two substantially plate-shaped formwork elements, herein forming a gutter with the first concrete layer in which the concrete is provided.
    [7]
    7. Method as claimed in any of the foregoing claims 4-6, wherein the formwork is fixed on the first concrete layer with the aid of temporary fasteners.
    [8]
    A method according to any one of the preceding claims 4-7, wherein the formwork is removed after providing the second concrete layer and can preferably be reused.
    [9]
    A method according to any one of the preceding claims, wherein for providing concrete in step d) a reinforcement is provided, which reinforcement is suitable for reinforcing the second concrete layer and preferably which reinforcement is demountably attached to the formwork, if present .
    [10]
    10. Method as claimed in claim 9, wherein at least a part of the permanent fixing means for permanently fixing the rails on the second concrete layer are bearing-connected to said reinforcement.
    [11]
    11. Method as claimed in claim 10, wherein said permanent fastening means comprise at least one dowel and wherein said reinforcement is bearing-connected to the at least one dowel, preferably via at least one positioning element.
    [12]
    12. Method as claimed in any of the foregoing claims 1-9, wherein at least a part of the fixing means for permanently fixing the rails on the second concrete layer are placed in the second concrete layer before the substantial curing of the second concrete layer.
    [13]
    A method according to any one of the preceding claims 1-9, wherein at least a part of the fixing means for permanently fixing the rails is placed in the second concrete layer after the substantial curing of the second layer.
    [14]
    A method according to any one of the preceding claims, wherein the first concrete layer comprises at least one connecting element which ensures a better fixing between the first concrete layer and the second concrete layer.
    [15]
    A method according to any one of the preceding claims, wherein the provision of the two temporary rails is done by fixing the temporary rails with temporary fastening means to the first concrete
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