EP0440597B1 - Superstructure et infrastructure de voie pour véhicules ferroviaires - Google Patents

Superstructure et infrastructure de voie pour véhicules ferroviaires Download PDF

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Publication number
EP0440597B1
EP0440597B1 EP91890009A EP91890009A EP0440597B1 EP 0440597 B1 EP0440597 B1 EP 0440597B1 EP 91890009 A EP91890009 A EP 91890009A EP 91890009 A EP91890009 A EP 91890009A EP 0440597 B1 EP0440597 B1 EP 0440597B1
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EP
European Patent Office
Prior art keywords
coating
substructure
rail vehicles
track superstructure
sleepers
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Revoked
Application number
EP91890009A
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German (de)
English (en)
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EP0440597A1 (fr
Inventor
Heinrich Salzmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Allgemeine Baugesellschaft A Porr AG
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Allgemeine Baugesellschaft A Porr AG
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/001—Track with ballast
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/46—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from different materials
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/005—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with sleeper shoes
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete

Definitions

  • the invention relates to a track superstructure and substructure for rail-bound vehicles, rails being releasably connected to the rail foot directly or indirectly, preferably via intermediate plates, with sleepers which in turn rest on the ballast bed on the ground.
  • ballast-free track substructure and superstructure In the case of track support structures, a distinction must be made between two fundamentally different structures. between the conventional structure with the ballast bed and the so-called ballast-free track substructure and superstructure.
  • the ballastless construction generally consists of a concrete support block made in situ, which can have steel reinforcement, on which either support plates or sleepers rest. Usually the interposition of a leveling layer is provided, whereby this should not only effect the leveling, but should also ensure the uniform transmission of force between sleepers or carrier plate and in-situ concrete. This power transmission should, for example, only transmit vibrations in a damped manner.
  • a certain deflection of the rails occurs when loaded by the rail vehicles. This deflection can either be achieved by an elastic mounting of the sleepers, for example by rubber shoes or the like, or, in addition, an elastic intermediate layer can be provided under the rails.
  • ballastless superstructure many developments have been made in the field of ballastless superstructure, in particular a smaller one Construction height is possible and almost maintenance-free operation is possible for constructions in which a stationary concrete body already exists, such as bridges or tunnels.
  • the further advantage of the so-called ballastless superstructure is that it has lower overall heights and thus allows tunnels, if the ballast bed is removed and a ballastless superstructure is provided, to transport higher goods on normal wagons, especially containers, truck bodies and the like, without expanding the tunnel profile .
  • a superstructure with gravel As it would be possible with a superstructure with gravel.
  • the development work, particularly for high-speed railways, of the ballastless superstructure has been particularly advanced.
  • Thresholds for a substructure with ballast are exposed to particularly high loads.
  • sleepers consist of well-dried oak, which are impregnated before use, especially with tar products, so that they are particularly resistant to weathering and microbiological attack.
  • the rails are usually connected to the threshold by so-called rail nails.
  • the threshold as such has a sound and shock absorbing effect.
  • Wood is also particularly polluting when it comes to processing wooden sleepers that are no longer usable. These wooden sleepers cannot be burned easily since they burn a large number of extremely polluting exhaust gases.
  • the present invention has set itself the task of creating a track superstructure and substructure that has good sound-insulating properties, at the same time a displacement of the sleepers on the ballast bed is particularly effectively prevented, and normal maintenance of the ballast bed, for example by track tamping machines, can be carried out.
  • the track superstructure and substructure according to the invention for rail-bound vehicles rails with the rail foot directly or indirectly, preferably via intermediate plates, which are made of rubber-elastic material, e.g. B. Polyurethane or the like.
  • the concrete sleepers are constructed, releasably connected to sleepers, the concrete sleepers, optionally provided with a prestressed reinforcement, in particular steel reinforcement, each connected to at least two rails and resting on a ballast bed on the ground, consists essentially of this that the concrete sleepers have at least one soft elastic coating on their surfaces acted upon by the ballast bed, which is coated with rubber-elastic materials, e.g. B.
  • the preferred layer thickness is between 1 and 5 mm, in this area, on the one hand, there is an optimal service life of particularly favorable values for sound insulation and high resistance to displacement of the concrete sleepers on the ballast bed. If this coating is provided over the entire surface, then the sound emission of the concrete sleeper with respect to the air is also still considerably reduced, with no additional work being required during production.
  • a multilayer coating is provided, a particularly good optimization of the properties can be achieved.
  • a coating with a high resistance to tearing and tear propagation can be provided on the surface which is in direct contact with the ballast bed, so that the subsequent layers or layer can take on other properties.
  • a layer can be provided which has a particularly high sound insulation and a further coating can be provided which has a particularly high internal damping during the transmission of impacts that lead to premature disruption of the ballast bed.
  • the coating has a film
  • prefabricated materials can also be used, whereby particularly simply only at the preferred locations, e.g. B. on the lower contact surface, such coatings can be provided, thus enabling anisotropic properties of the threshold.
  • an adhesive in particular an adhesion promoter, can be provided between the coating and the concrete sleeper.
  • the coating is a coating applied by spraying, particularly good control of the thickness of the coating can be achieved, both particularly uniform coatings in the layer thickness and with a continuous transition being able to be achieved, as a result of which the service life of the coating can be significantly increased.
  • the coating is a coating applied by dipping, a particularly uniform coating with continuous transition areas can be achieved, for example, by dipping once. Furthermore, there is the possibility that by immersing the coatings which have not yet fully set several times, a particularly intensive anchoring of individual layers in one another is achieved.
  • a particularly advantageous embodiment which ensures a uniform property profile even at lower temperatures, is that the coating with a hydraulic binder, especially cement, for. B. Portland cement, a plastic with a T ⁇ max value, determined according to DIN 53 445, of at most - 8 ° C and optionally with fillers is constructed.
  • a hydraulic binder especially cement, for. B. Portland cement, a plastic with a T ⁇ max value, determined according to DIN 53 445, of at most - 8 ° C and optionally with fillers is constructed.
  • Such coatings even at low temperatures, still have the desired viscoelastic properties, at the same time giving the coating particularly good adhesion to the concrete sleepers and also allowing the coating to heal or reconnect the layer to the concrete sleepers during operation.
  • the coating has pores, in particular closed pores, then on the one hand an additional possibility for changing the spring characteristic of the coating can be achieved, the sound-conducting behavior, for example, being able to be influenced in particular in the case of closed pores.
  • the coating has fillers, e.g. B. stone flour, a significant change in the specific weight of the coating can be achieved, whereby both changes in the spring characteristics, for. B. by providing rubber-elastic fillers, such as rubber scrap or the like., Or by increasing the mass, to thereby achieve a change in the sound conducting properties.
  • fillers e.g. B. stone flour
  • the threshold is also at least partially coated on the surfaces not impacted by the ballast, sound radiation through the thresholds can be avoided in a particularly favorable manner, while the coating can also serve as a vibration-damping base under the rail fastenings, provided that the mechanical properties are appropriate.
  • the threshold 1 shown in FIG. 1 is constructed from a concrete B 400 and has a double prestressed reinforcement 2 and 3. For the sake of clarity, no coating on the threshold is shown.
  • the threshold 1 made of concrete shown in FIG. 2 has two channels 4 and 5, each of which is guided in a cross and in which, after the concrete has at least partially hardened, a steel reinforcement 6, 7 is provided, which is prestressed.
  • a component can be pre-stressed by the reinforcement in the present case, a threshold made of concrete can be provided with compressive stresses, so that the compressive stresses are first released when tensile stresses are applied.
  • Such pre-stressing of components is always desirable when there are large differences in the properties of tensile stress and compressive stress.
  • Plastic dowels 8, which cooperate with rail nails 9, are also provided in the concrete threshold.
  • the rail 10 rests on the angle guide plate 13 with its foot 11 via an intermediate layer 12 made of rubber-elastic material. Under the angle guide plate 13, an intermediate plate 14 is also made of rubber-elastic material.
  • the rails are held against the threshold via the rail nails 9 and the tensioning clamps 15.
  • Each sleeper has at least two rails, the sleepers being designed as continuous sleepers which have a substantially constant cross-section over their entire length.
  • the layer thickness is 3.5 mm. The coating was applied by spraying and has a Shore hardness A of 73.
  • the coating consists of a polyurethane which is built up with a polyether polyol (Baytec FP PU 0308 from Bayer) and a modified 4,4 / -diisocyanatodiphenylmethane (Desmodur PU 0309 from Bayer). Between the concrete sleeper and the coating, an adhesion promoter, also based on polyurethane, is provided, dissolved in a solvent, which is applied thinly. After the solvent has evaporated, the coating can be applied.
  • a polyether polyol Boytec FP PU 0308 from Bayer
  • Desmodur PU 0309 from Bayer
  • a slack reinforcement 20 made of rib steel is provided.
  • the concrete sleeper is provided with a full-surface coating 21 with a thickness of 2 mm, which has a further coating 23 on the coating 21 on its bottom surface 22.
  • the coating 21 corresponds in terms of its composition and application to the coating 18 according to FIG. 1, whereas the coating 22 chemically corresponds to the coating according to FIG. 1, but this further coating was applied by knife coating, as a result of which the further coating is approximately 20% higher Density (1.1 mg / m3), as the coating applied by spraying.
  • the tear propagation resistance (measured according to DIN 53 515) is approx. 10% greater than when processing by spraying (16 kN / m). On the one hand, this significantly increases the durability of the coating on the floor surface, and at the same time there is a higher resistance to displacement.
  • a slack reinforcement 20 is also provided, a triple coating, u. between a layer 18 of sprayed polyurethane with a thickness of 2 mm according to FIGS. 2 and 3, a further layer 24 also made of polyurethane, but applied by dipping with a thickness of 2 mm and an outer coating 25 made of a film with a thickness of 0.5 mm, which was obtained by hot pressing a polypropylene nonwoven, which was mechanically applied to the still moist layer 24.
  • Such a structure for the coating of a threshold is more labor-intensive, however, the sound transmission can be better inhibited, for example, due to the lower density of the sprayed coating, whereas the immersed coating made of polyurethane has a higher mass and accordingly has better mechanical damping properties and the hot-pressed polypropylene nonwoven film has a particularly high strength due to the disorientation of the fibers of the random fiber fleece and both the mechanical stresses during operation, in particular by lateral forces, and the mechanical stresses the tamping of the ballast bed can be taken into account particularly cheaply.
  • the concrete sleeper shown in FIG. 5 has a coating of polyurethane in a layer thickness of 3 mm on its surfaces acted upon by the ballast bed. A continuous transition of the coating to twice the layer thickness is provided on the beveled surfaces 27, so that the surface 28 is provided with a layer 26 with 6 mm.
  • These coatings can have a multi-layer structure, with coatings made of a material that have particularly high damping, such as polyurethanes, being particularly preferred.
  • the layer can also be applied here by dipping, spraying, knife coating, gluing.
  • Concrete sleepers were each provided with two rail nails, which in turn served as a handle for diving, the concrete sleepers thus equipped in a suspension with 100 parts by weight of cement and one aqueous dispersion of plastic and a filler, e.g. B. stone flour, were dipped.
  • a filler e.g. B. stone flour
  • the plastics used were a styrene-butadiene polymer with 50 parts by weight and a T ⁇ max value in accordance with DIN 53 445 of -70 ° C or 120 parts by weight of butyl acrylate with a T ⁇ max value of + 18 ° C or 5 parts by weight of an acrylic butyl ester with a T ⁇ max -Value of - 46 ° C or 100 parts by weight of an acrylic butyl ester with a T ⁇ max -Value of - 46 ° C.
  • Coatings of this type are notable for particularly good sound insulation, and at the same time, even after plugging, if, for example, the coating is partially detached from the threshold, this coating becomes adhesive again with the threshold connects.
  • All sleepers designed according to the invention have a significantly higher displacement resistance on the ballast bed than they correspond to conventional concrete sleepers, so that a particularly high stability against displacement is guaranteed, particularly in the curves. It was completely surprising that sleepers designed in accordance with the invention survive the mechanical tamping process with tamping machines, even after a 5-fold tamping process, essentially with unchangeable operational properties. This behavior was surprising in itself, but it should be due to the fact that the coating is elastic and thus during the tamping process, for example when a large grain of gravel is pressed into the ground along the side surface of the threshold, the coating can dodge due to its elastic properties , so that only a minor injury occurs.
  • the fillers are not only stone powder, but also other fillers, such as rubber granules and, depending on the desired changes in properties, vermiculites and pearlites and the like. Like., in question.
  • foils u.
  • perforated, foamed, extruded films can also be used, depending on the desired range of properties.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Ropes Or Cables (AREA)
  • Road Paving Structures (AREA)
  • Underground Structures, Protecting, Testing And Restoring Foundations (AREA)
  • Types And Forms Of Lifts (AREA)
  • Handcart (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Claims (12)

  1. Superstructure et infrastructure de voie pour véhicules ferroviaires dans laquelle des rails (10) sont liés par leur semelle (11), de manière directe ou indirecte, de préférence avec interposition de plaques intermédiaires (14) en matériau élastique, par exemple caoutchouc, polyuréthane ou analogue, avec possibilité de démontage à des traverses (1), les traverses (1) en béton qui comportent éventuellement une armature (6, 7) précontrainte, en particulier une armature en acier, étant liées chacune à au moins deux rails (10) et reposant sur le sol par l'intermédiaire d'un lit de ballast, caractérisée par le fait que les traverses en béton comportent sur leurs surfaces en contact avec le lit de ballast (16) au moins un revêtement (18, 21) élastique souple qui est constitué par des matériaux élastiques comme du caoutchouc et est lié au moins partiellement par adhésion à la surface de la traverse en béton (1).
  2. Superstructure et infrastructure de voie pour véhicules ferroviaires selon la revendication 1, caractérisée par le fait que le revêtement (18, 21) dont l'épaisseur est comprise entre 1 et 5 mm entoure éventuellement la totalité des surfaces de la traverse de béton (1).
  3. Superstructure et infrastructure de voie pour véhicules ferroviaires selon la revendication 1 ou 2, caractérisée par le fait que le revêtement est multicouche.
  4. Superstructure et infrastructure de voie pour véhicules ferroviaires selon la revendication 1, 2 ou 3, caractérisée par le fait que le revêtement comporte un film (25).
  5. Superstructure et infrastructure de voie pour véhicules ferroviaires selon l'une des revendications 1 à 4, caractérisée par le fait qu'il est prévu, entre le revêtement (18, 21) et la traverse en béton (1, 10), un adhésif, notamment un agent de pontage.
  6. Superstructure et infrastructure de voie pour véhicules ferroviaires selon l'une des revendications 1 à 5, caractérisée par le fait que le revêtement (18, 19) est un revêtement appliqué par pulvérisation.
  7. Superstructure et infrastructure de voie pour véhicules ferroviaires selon l'une des revendications 1 à 6, caractérisée par le fait le revêtement est un revêtement appliqué par bain.
  8. Superstructure et infrastructure de voie pour véhicules ferroviaires selon l'une des revendications 1 à 7, caractérisée par le fait que le revêtement est constitué d'un liant hydraulique, en particulier de ciment, par exemple de ciment Portland, d'une matière plastique présentant une valeur Tλmax maximale de - 8 °C, déterminée selon DIN 53445, et éventuellement de masses de remplissage.
  9. Superstructure et infrastructure de voie pour véhicules ferroviaires selon l'une des revendications 1 à 8, caractérisée par le fait que le revêtement comporte des pores, notamment des pores fermés.
  10. Superstructure et infrastructure de voie pour véhicules ferroviaires selon l'une des revendications 1 à 9, caractérisée par le fait que le revêtement contient des masses de remplissage, par exemple de la poudre de pierre.
  11. Superstructure et infrastructure de voie pour véhicules ferroviaires selon l'une des revendications 1 à 10, caractérisée par le fait que les surfaces (27, 28) de la traverse (19) qui ne sont pas en contact avec le ballast (17) sont elles aussi au moins partiellement revêtues.
  12. Superstructure et infrastructure de voie pour véhicules ferroviaires selon la revendication 10, caractérisée par le fait que l'épaisseur du revêtement sur les surfaces (27, 28) qui ne sont pas en contact avec le ballast (17) est plus importante que sur les surfaces en contact avec le ballast, la transition d'une épaisseur de revêtement à une autre étant de préférence progressive.
EP91890009A 1990-01-30 1991-01-23 Superstructure et infrastructure de voie pour véhicules ferroviaires Revoked EP0440597B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT199/90 1990-01-30
AT0019990A AT405197B (de) 1990-01-30 1990-01-30 Gleisober- und gleisunterbau für schienengebundene fahrzeuge

Publications (2)

Publication Number Publication Date
EP0440597A1 EP0440597A1 (fr) 1991-08-07
EP0440597B1 true EP0440597B1 (fr) 1994-02-02

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP91890009A Revoked EP0440597B1 (fr) 1990-01-30 1991-01-23 Superstructure et infrastructure de voie pour véhicules ferroviaires

Country Status (6)

Country Link
EP (1) EP0440597B1 (fr)
AT (2) AT405197B (fr)
CZ (1) CZ278333B6 (fr)
DE (1) DE59100962D1 (fr)
HU (1) HU216174B (fr)
SK (1) SK279244B6 (fr)

Cited By (3)

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Publication number Priority date Publication date Assignee Title
JP2006037349A (ja) * 2004-07-22 2006-02-09 Getzner Werkstoffe Holding Gmbh 枕木
US11247327B2 (en) * 2017-03-23 2022-02-15 IPR—Intelligente Peripherien fuer Roboter GmbH Support rail for a robot platform that can be moved in translation, and motion system and robot system having a support rail of this kind
EP4083320A1 (fr) 2021-04-28 2022-11-02 Johannes Stephanides Traverse de rail

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CN108486963B (zh) * 2018-04-27 2023-08-01 西南交通大学 无砟轨道防排水路基基床结构及其铺设方法
CN108660867B (zh) * 2018-07-26 2024-04-12 铁科腾跃科技有限公司 一种复合型聚氨酯轨枕垫及其制备方法
CN108951309A (zh) * 2018-08-17 2018-12-07 中国铁道科学研究院集团有限公司铁道建筑研究所 一种橡胶颗粒混凝土轨枕
CN111088727B (zh) * 2019-12-06 2021-10-01 武汉纺织大学 一种高耐候性和高强度的复合结构轨枕及其制备方法
CN218580370U (zh) * 2022-10-09 2023-03-07 中国铁道科学研究院集团有限公司铁道建筑研究所 一种无砟轨道埋入式轨枕

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006037349A (ja) * 2004-07-22 2006-02-09 Getzner Werkstoffe Holding Gmbh 枕木
US11247327B2 (en) * 2017-03-23 2022-02-15 IPR—Intelligente Peripherien fuer Roboter GmbH Support rail for a robot platform that can be moved in translation, and motion system and robot system having a support rail of this kind
EP4083320A1 (fr) 2021-04-28 2022-11-02 Johannes Stephanides Traverse de rail

Also Published As

Publication number Publication date
DE59100962D1 (de) 1994-03-17
ATE101218T1 (de) 1994-02-15
CS9100201A2 (en) 1991-10-15
EP0440597A1 (fr) 1991-08-07
HU910311D0 (en) 1991-08-28
HU216174B (hu) 1999-04-28
HUT56894A (en) 1991-10-28
ATA19990A (de) 1998-10-15
CZ278333B6 (en) 1993-11-17
AT405197B (de) 1999-06-25
SK279244B6 (sk) 1998-08-05

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