EP1229169B1 - Joint sealing between a rail and a paved area and process of making the same - Google Patents
Joint sealing between a rail and a paved area and process of making the same Download PDFInfo
- Publication number
- EP1229169B1 EP1229169B1 EP02002442A EP02002442A EP1229169B1 EP 1229169 B1 EP1229169 B1 EP 1229169B1 EP 02002442 A EP02002442 A EP 02002442A EP 02002442 A EP02002442 A EP 02002442A EP 1229169 B1 EP1229169 B1 EP 1229169B1
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- EP
- European Patent Office
- Prior art keywords
- rail
- joint
- row
- separating agent
- synthetic resin
- 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.)
- Expired - Lifetime
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Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C9/00—Special pavings; Pavings for special parts of roads or airfields
- E01C9/06—Pavings adjacent tramways rails ; Pavings comprising railway tracks
Definitions
- the invention relates to a joint closure between a rail for tracks and a plaster pavement by means of an elastic potting compound and a method for producing a corresponding joint closure.
- DE 42 04 802 A1 is a stabilized joint filling between road surface and rail at street level tracks using cover plates as ceiling closure.
- the cavity between the rail, bedding and cover plate is completely designed with a cavity filling material enveloping and pressed the cavity filling of concrete to rail head bottom edge.
- the space to the top of the rail cover plate is sealed with a grout, e.g. Bitumen, filled.
- Bitumen e.g. Bitumen
- DE 198 14 073 A1 discloses a method for the production of a casting in the spaces between the head of a groove rail embedded in a roadway and the pavement of the roadway by means of a formelastic material.
- the potting is introduced into two layers, wherein between the two layers by introducing a film, a separation is effected. This ensures that when lowering the rail by running over a Tram which are adjacent to the rail flanks of both layers are lowered with the rail and the lower roadway free position can partially remove from the top layer of the pavement of the road, so that forms a cavity between the two layers.
- the invention is therefore an object of the invention to provide a joint closure between a rail and a plaster roofing, which ensures a long-term sealing of the joint. Furthermore, the object is to provide a method for producing such a joint closure.
- the invention solves the problem for the joint closure by the features stated in the characterizing part of claim 1.
- An advantageous development of the invention is characterized in dependent claim 2 and will be described in more detail below together with the description of the preferred embodiment of the invention, including the drawing.
- the object of the method is characterized by the features of claim 3.
- the elastic potting compound is a polysulfide resin (8) with a recovery of more than 80%, which is connected horizontally to the rail (1) and at least the first row (5) of the plaster roofing and vertically separated from the ground by a release agent.
- a fine-grained mineral, a plastic film or a pulp may be present.
- the first two or three patches are glued together with the rail.
- the polysulfide resin in the application according to the invention leads to a permanent elastic bonding of the rail to the first row of paving stones. Even under the harsh conditions in traffic, the rail and pavement are adhesively bonded and permanently bonded to each other by means of the polysulfide synthetic resin.
- the invention includes those synthetic resin adhesives which ensure a good adhesion to the steel of the rail and the paving stone used and have a resilience of more than 80%.
- the flanks of the rail and the plaster, between which the joint closure is to be introduced cleaned and coated with a primer suitable for the polysulfide resin primer. Furthermore, a release agent is applied to the substrate under the joint seal.
- the plaster is positioned to the rail and the polysulfide resin is introduced into the joint in plastic form.
- a release agent can be used for simple cases sand.
- the elastic and permanent connection of at least the first row of the plastic covering with the rail increases the range in which the different vertical loads can be compensated.
- the different vertical loads on the rail and on the plaster roofing have to be compensated substantially in the narrow width of the elastic joint closure.
- the area increases to a width in the size of the joint closure plus the width of at least the first row paving stones of the plaster roofing. This is a multiple in practice, whereby the movement differences between the rail and pavement are compensated much better.
- the advantage of the invention is, in particular, that the joint remains tight even with prolonged exposure to the ingress of surface water, whereby the substrate material can not be flushed out.
- the drawing shows in Figure 1 a section in the area between a rail and a plaster roofing with a joint closure according to the invention in the resting state and in Figure 2 the section of Figure 1 under load of the rail.
- the exemplary embodiment relates to a track system for a tram with a pavement roofing for motor vehicle traffic.
- a plaster can be used both natural stone and concrete block.
- Figure 1 shows a section through this track system in the area between a rail and the first two rows of a plaster roofing in the resting state.
- FIG. 2 shows the section according to FIG. 1 under load of the rail.
- a rail 1 is supported in a known manner within the track system on a substructure 2.
- the cavities of the rail 1 are filled with chamber elements 3 and 4 for sound insulation.
- Paving stones are professionally laid in sand 7 in a first row 5 and further rows 6.
- the first row 5 is tightly applied to the chamber elements 4, so that a laterally and downwardly limited space is formed in the present invention
- the polysulfide resin 8 is introduced as an elastic potting compound. It is essential that the polysulfide resin 8 has a good adhesion to the rail 1 and the row 5 paving stones.
- the corresponding surfaces are well cleaned and treated with a primer as a primer.
- the polysulfide resin 8 has no liability.
- a multilayer pulp strip was designed. In simple cases, a thin layer of sand as a release agent is sufficient.
- the track system of Figure 1 is loaded by a tram.
- the rail moves downwards approx. 1.5 mm vertically.
- the row 5 is pressed on one side by the firm adhesion to the polysulfide resin 8 and slightly rotated about the lower support edge 9.
- the polysulfide resin 8 is compressed and the paving stones of the row 5 are slightly raised with respect to the edge of the bearing edge 9, compared to those of the rows 6.
- the rail 1 rises again and the paving stones Series 5 are pressed back into their position of Figure 1.
- the joint closure according to the invention is practically permanently functional, since the polysulfide resin 8 seals the joint between the rail 1 and the row 5 in a watertight manner. Thus, no water can penetrate into this area and the feared in the track construction pumping a water-drenched pavement storage is avoided.
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Road Paving Structures (AREA)
Abstract
Description
Die Erfindung betrifft einen Fugenverschluss zwischen einer Schiene für Gleise und einer Pflastereindeckung mittels einer elastischen Vergussmasse sowie ein Verfahren zur Herstellung eines entsprechenden Fugenverschlusses.The invention relates to a joint closure between a rail for tracks and a plaster pavement by means of an elastic potting compound and a method for producing a corresponding joint closure.
Nach dem Stand der Technik wird bei Pflastereindeckungen von Gleisen, insbesondere von Straßenbahngleisen, auf denen auch Kraftfahrzeuge fahren, mindestens die Fuge zwischen der jeweils ersten Reihe der Pflastersteine und der Schiene mit einer elastischen Vergussmasse verfüllt. Als Vergussmasse findet überwiegend ein Bitumen Verwendung.According to the state of the art, in plaster pavements of tracks, in particular of tram tracks on which motor vehicles also drive, at least the gap between the respective first row of paving stones and the rail is filled with an elastic potting compound. The casting compound is predominantly a bitumen use.
Die unterschiedlichen dynamischen Belastungen, bei der Schiene durch die Straßenbahnen und beim Pflaster durch die Kraftfahrzeuge, führen dazu, dass zwischen der Schiene und dem Pflaster unterschiedliche vertikale Verschiebungen auftreten. Diese Verschiebungen führen dazu, dass die Vergussmasse ständig horizontal und vertikal bewegt wird.The different dynamic loads, in the rail by the trams and the pavement by the motor vehicles, lead to different vertical displacements between the rail and the pavement. These shifts cause the potting compound is constantly moved horizontally and vertically.
Bei höheren Temperaturen und bei relativ frischem Bitumen werden diese Bewegungen eine Zeit lang durch das Bitumen ausgeglichen, wobei auch frischer Bitumen nur ein geringes Rückstellvermögen aufweist. Schon nach kurzer Zeit kommt es regelmäßig zu Aushärtungen mit bleibenden Verformung der Bitumenfuge sowie zu einer Versprödung des Bitumens mit der Folge, dass der Fugenverguss praktisch unwirksam wird.At higher temperatures and with relatively fresh bitumen, these movements are compensated by the bitumen for a while, although also fresh bitumen has only a low recovery capacity. Even after a short time it comes to regular hardening with permanent deformation of the bitumen joint and embrittlement of the bitumen, with the result that the grout is practically ineffective.
In die Fuge kann Oberflächenwasser eindringen und das darunter liegende Untergrundmaterial kann durch die Bewegungen von Schiene und Pflaster derart unkontrolliert verschoben werden, dass die Gleisanlage erheblich beschädigt wird. Mindestens der Fugenverschluss muss erneuert werden.Surface water can penetrate into the joint and the underlying ground material can be displaced so uncontrollably by the movements of the rail and pavement that the track system is considerably damaged. At least the joint closure must be renewed.
In der DE 4004208 A1 wird eine Schalldämmung an Straßenbahnschienen beschrieben, bei der brettartige sowie stangenartige Formteile aus polyurethangebundenen Gummireifenteilen in die Kammern des Straßenbahnprofils eingelegt sind. Zur Abdeckung der Formteile zwischen der Straßenbahnschiene und der Straßendecke sind Deckschichten aus Asphaltvergussmasse vorgesehen.In DE 4004208 A1, a sound insulation is described on tram rails, in which board-like and rod-like molded parts made of polyurethane-bonded rubber tire parts are inserted into the chambers of the tram profile. To cover the moldings between the tram track and the road surface layers of Asphaltvergussmasse are provided.
Die DE 42 04 802 A1 gibt eine stabilisierte Fugenverfüllung zwischen Straßendecke und Schiene bei straßenbündigen Gleisen unter Verwendung von Abdeckplatten als Deckenschluss an. Dabei ist der Hohlraum zwischen Schiene, Bettung und Abdeckplatte mit einem eine Hohlraumfüllung umhüllenden Material vollständig ausgelegt und die Hohlraumfüllung aus Beton bis Schienenkopfunterkante ausgepresst. Der Raum bis Oberkante Schiene-Abdeckplatte ist mit einem Fugenverguss, z.B. Bitumen, ausgefüllt. Mit der Erfindung soll das Abwandern des Fugenvergusses in die Bettung verhindert werden, ohne dass der bekannte Fugenverschluss mit Bitumen verbessert wird.DE 42 04 802 A1 is a stabilized joint filling between road surface and rail at street level tracks using cover plates as ceiling closure. In this case, the cavity between the rail, bedding and cover plate is completely designed with a cavity filling material enveloping and pressed the cavity filling of concrete to rail head bottom edge. The space to the top of the rail cover plate is sealed with a grout, e.g. Bitumen, filled. With the invention, the migration of Fugenvergusses is to be prevented in the bedding, without the known joint closure is improved with bitumen.
In der DE 90 14 108 U1 wird ein Fugendichtprofil aus elastomerem Werkstoff für Fahrbahnen, Rillenschienen od.dgl. beschrieben. Das Fugendichtprofil weist wenigstens einen in Längsrichtung verlaufenden Hohlraum auf. Die Verbindung von zwei Profilenden erfolgt durch Einstecken wenigstens eines Stabes ausreichender Länge in den Hohlraum.In DE 90 14 108 U1 a joint sealing profile of elastomeric material for roadways, grooved rails or the like. described. The joint-sealing profile has at least one longitudinal cavity. The connection of two profile ends takes place by inserting at least one rod of sufficient length into the cavity.
Die DE 198 14 073 A1 gibt ein Verfahren für die Herstellung eines Vergusses in den Zwischenräumen zwischen dem Kopf einer in eine Fahrbahn eingebetteten Rillenschiene und dem Belag der Fahrbahn mittels eines formelastischen Werkstoffs an. Um ein Ablösen des Vergusses von dem Kopf der sich vertikal bewegenden Schiene bzw. dem festen Belag der Fahrbahn zu verhindern, wird der Verguss in zwei Lagen eingebracht, wobei zwischen den zwei Lagen durch Einbringen einer Folie eine Trennung bewirkt wird. Dadurch wird erreicht, dass beim Absenken der Schiene durch Überfahren einer Straßenbahn die an der Schiene anliegenden Flanken beider Lagen mit der Schiene abgesenkt werden und die untere zur Fahrbahn freien Lage sich von der am festen Belag der Fahrbahn obere Lage teilweise entfernen kann, so dass sich zwischen den beiden Lagen ein Hohlraum ausbildet.DE 198 14 073 A1 discloses a method for the production of a casting in the spaces between the head of a groove rail embedded in a roadway and the pavement of the roadway by means of a formelastic material. In order to prevent detachment of the potting from the head of the vertically moving rail or the solid pavement of the road, the potting is introduced into two layers, wherein between the two layers by introducing a film, a separation is effected. This ensures that when lowering the rail by running over a Tram which are adjacent to the rail flanks of both layers are lowered with the rail and the lower roadway free position can partially remove from the top layer of the pavement of the road, so that forms a cavity between the two layers.
Der Erfindung liegt damit als Aufgabe zugrunde, einen Fugenverschluss zwischen einer Schiene und einer Pflastereindeckung anzugeben, der eine langfristige Abdichtung der Fuge gewährleistet. Des Weiteren besteht die Aufgabe, ein Verfahren zur Herstellung eines derartigen Fugenverschlusses anzugeben.The invention is therefore an object of the invention to provide a joint closure between a rail and a plaster roofing, which ensures a long-term sealing of the joint. Furthermore, the object is to provide a method for producing such a joint closure.
Die Erfindung löst die Aufgabe für den Fugenverschluss durch die im kennzeichnenden Teil des Anspruchs 1 angegebenen Merkmale. Eine vorteilhafte Weiterbildung der Erfindung ist im Unteranspruch 2 gekennzeichnet und werden nachstehend zusammen mit der Beschreibung der bevorzugten Ausführung der Erfindung, einschließlich der Zeichnung, näher dargestellt. Die Aufgabe für das Verfahren wird durch die Merkmale des Anspruchs 3 gekennzeichnet.The invention solves the problem for the joint closure by the features stated in the characterizing part of
Der Kern der Erfindung besteht darin, dass die elastische Vergussmasse ein Polysulfid-Kunstharz (8) mit einem Rückstellvermögen von mehr als 80 % ist, die horizontal mit der Schiene (1) und mindestens der ersten Reihe (5) der Pflastereindeckung verbunden ist und vertikal vom Untergrund durch ein Trennmittel getrennt ist.The essence of the invention is that the elastic potting compound is a polysulfide resin (8) with a recovery of more than 80%, which is connected horizontally to the rail (1) and at least the first row (5) of the plaster roofing and vertically separated from the ground by a release agent.
Als Trennmittel kann entsprechend Anspruch 2 ein feinkörniges Mineral, eine Kunststofffolie oder ein Zellstoff vorhanden sein.As a release agent according to
Bei kleinformatigen Pflastersteinen kann es auch vorteilhaft sein, wenn die ersten zwei oder drei Pflasterreihen gemeinsam mit der Schiene verklebt sind.For small paving stones, it may also be advantageous if the first two or three patches are glued together with the rail.
Es wurde gefunden, dass das Polysulfid-Kunstharz in der erfindungsgemäßen Anwendung zu einer dauerhaften elastischen Verklebung der Schiene mit der ersten Reihe der Pflastersteine führt. Auch bei den rauen Bedingungen im Straßenverkehr werden Schiene und Pflaster mittels des Polysulfid-Kunstharzes haftfest und dauerhaft miteinander verbunden.It has been found that the polysulfide resin in the application according to the invention leads to a permanent elastic bonding of the rail to the first row of paving stones. Even under the harsh conditions in traffic, the rail and pavement are adhesively bonded and permanently bonded to each other by means of the polysulfide synthetic resin.
Die Erfindung umfasst solche Kunstharzkleber, die ein gutes Klebvermögen gegenüber dem Stahl der Schiene und dem eingesetzten Pflasterstein gewährleisten und ein Rückstellvermögen von mehr als 80 % aufweisen.The invention includes those synthetic resin adhesives which ensure a good adhesion to the steel of the rail and the paving stone used and have a resilience of more than 80%.
Entsprechend dem Verfahren nach Anspruch 3 werden die Flanken der Schiene und des Pflasters, zwischen denen der Fugenverschluss eingebracht werden soll, gereinigt und mit einem für das Polysulfid-Kunstharz geeigneten Grundanstrich beschichtet. Weiterhin wird auf dem Untergrund unter dem Fugenverschluss ein Trennmittel aufgebracht. Das Pflaster wird zur Schiene positioniert und das Polysulfid-Kunstharz wird in plastischer Form in die Fuge eingebracht. Als Trennmittel kann für einfache Fälle Sand eingesetzt werden. Vorteilhaft sind jedoch Trennmittel in Form von ein- oder mehrlagigen Papier-, Textil- oder Kunststoffbahnen.According to the method of
Durch die elastische und dauerhafte Verbindung mindestens der ersten Reihe der Plastereindeckung mit der Schiene vergrößert sich der Bereich, in dem die unterschiedlichen vertikalen Belastungen ausgeglichen werden können. Nach dem Stand der Technik müssen die unterschiedlichen vertikalen Belastungen auf die Schiene und auf die Pflastereindeckung im Wesentlichen in der geringen Breite des elastischen Fugenverschlusses ausgeglichen werden. Mit der erfindungsgemäßen Lösung vergrößert sich der Bereich auf eine Breite in der Größe des Fugenverschlusses plus der Breite mindestens der ersten Reihe Pflastersteine der Pflastereindeckung. Das ist in der Praxis ein Vielfaches, wodurch die Bewegungsdifferenzen zwischen Schiene und Pflaster wesentlich besser ausgeglichen werden.The elastic and permanent connection of at least the first row of the plastic covering with the rail increases the range in which the different vertical loads can be compensated. According to the state of the art, the different vertical loads on the rail and on the plaster roofing have to be compensated substantially in the narrow width of the elastic joint closure. With the solution according to the invention, the area increases to a width in the size of the joint closure plus the width of at least the first row paving stones of the plaster roofing. This is a multiple in practice, whereby the movement differences between the rail and pavement are compensated much better.
Mit dem erfindungsgemäßen Fugenverschluss ist es auch möglich, eine Gleiskonstruktion ohne gesonderte Schienenkammersteine aufzubauen.With the joint closure according to the invention, it is also possible to build a track construction without separate rail chamber stones.
Der Vorteil der Erfindung besteht insbesondere darin, dass die Fuge auch bei längerer Belastung gegenüber dem Eindringen von Oberflächenwasser dicht bleibt, wodurch das Untergrundmaterial nicht ausgeschwemmt werden kann.The advantage of the invention is, in particular, that the joint remains tight even with prolonged exposure to the ingress of surface water, whereby the substrate material can not be flushed out.
Die Erfindung wird nachstehend an einem Ausführungsbeispiel näher erläutert werden.The invention will be explained in more detail below using an exemplary embodiment.
Die Zeichnung zeigt in Figur 1 einen Schnitt im Bereich zwischen einer Schiene und einer Pflastereindeckung mit einem erfindungsgemäßen Fugenverschluss im Ruhezustand und in Figur 2 den Schnitt nach Figur 1 unter Belastung der Schiene.The drawing shows in Figure 1 a section in the area between a rail and a plaster roofing with a joint closure according to the invention in the resting state and in Figure 2 the section of Figure 1 under load of the rail.
Das Ausführungsbeispiel betrifft eine Gleisanlage für eine Straßenbahn mit einer Pflaster-Eindeckung für den Kraftfahrzeugverkehr. Als Pflaster kann sowohl Naturstein als auch Betonstein eingesetzt werden.The exemplary embodiment relates to a track system for a tram with a pavement roofing for motor vehicle traffic. As a plaster can be used both natural stone and concrete block.
Figur 1 zeigt einen Schnitt durch diese Gleisanlage im Bereich zwischen einer Schiene und den ersten beiden Reihen einer Pflastereindeckung im Ruhezustand. Figur 2 zeigt den Schnitt nach Figur 1 unter Belastung der Schiene.Figure 1 shows a section through this track system in the area between a rail and the first two rows of a plaster roofing in the resting state. FIG. 2 shows the section according to FIG. 1 under load of the rail.
Eine Schiene 1 ist in bekannter Weise innerhalb der Gleisanlage auf einem Unterbau 2 gehaltert. Die Hohlräume der Schiene 1 sind zum Schallschutz mit Kammerelementen 3 und 4 ausgefüllt. Pflastersteine sind in einer ersten Reihe 5 und weiteren Reihen 6 fachgerecht in Sand 7 verlegt. Dabei ist die erste Reihe 5 dicht an die Kammerelemente 4 angelegt, so dass ein seitlich und nach unten begrenzter Raum entsteht, in den erfindungsgemäß das Polysulfid-Kunstharz 8 als elastische Vergussmasse eingebracht ist. Wesentlich ist dabei, dass das Polysulfid-Kunstharz 8 eine gute Haftung zur Schiene 1 und zu den Pflastersteinen der Reihe 5 hat. Verfahrensgemäß werden die entsprechenden Flächen gut gereinigt und mit einem Haftvermittler als Grundanstrich behandelt. Nach unten zum Kammerstein 4 hat das Polysulfid-Kunstharz 8 keine Haftung. Dazu wurde ein mehrlagiger Zellstoffstreifen ausgelegt. In einfachen Fällen reicht auch eine dünne Sandschicht als Trennmittel aus.A
In Figur 1 ist die Gleisanlage in der Ruhelage dargestellt. Das Polysulfid-Kunstharz 8 liegt entspannt in der Fuge zwischen der Schiene 1 und der Reihe 5.In Figure 1, the track system is shown in the rest position. The
In Figur 2 ist die Gleisanlage nach Figur 1 durch eine Straßenbahn belastet. Dabei bewegt sich die Schiene ca. 1,5 mm vertikal nach unten. Dadurch wird die Reihe 5 über die feste Haftung an dem Polysulfid-Kunstharz 8 einseitig mit nach unten gedrückt und leicht um die untere Auflagekante 9 gedreht. Das Polysulfid-Kunstharz 8 wird zusammengedrückt und die Pflastersteine der Reihe 5 werden mit der Kante, die der Auflagekante 9 gegenüber liegt, gegenüber denen der Reihen 6 leicht angehoben. Wenn die Belastung entfällt, hebt sich die Schiene 1 wieder und die Pflastersteine der Reihe 5 werden wieder in ihre Lage nach Figur 1 gedrückt.In Figure 2, the track system of Figure 1 is loaded by a tram. The rail moves downwards approx. 1.5 mm vertically. As a result, the
Der erfindungsgemäße Fugenverschluss ist praktisch dauerhaft funktionsfähig, da das Polysulfid-Kunstharz 8 die Fuge zwischen der Schiene 1 und der Reihe 5 wasserdicht abdichtet. Damit kann kein Wasser in diesen Bereich eindringen und das im Gleisbau gefürchtete Pumpen einer wassergedrängten Pflasterlagerung wird vermieden.The joint closure according to the invention is practically permanently functional, since the
- 1 Schiene1 rail
- 2 Unterbau2 substructure
- 3 Kammerelement3 chamber element
- 4 Kammerelement4 chamber element
- 5 Reihe5 series
- 6 Reihe6 row
- 7 Sand7 sand
- 8 Polysulfid-Kunstharz8 polysulfide resin
- 9 Auflagekante9 bearing edge
Claims (3)
- Joint seal between a track-forming rail (1) and a paved area, provided by means of an elastic sealing compound, characterized in that the elastic sealing compound is a polysulphide synthetic resin (8) with a resilience of more than 80%, this synthetic resin being connected horizontally to the rail (1) and at least the first row (5) of the paved area and being separated vertically from the underlying surface by means of a separating agent.
- Joint seal according to Claim 1, characterized in that the separating agent is a fine-grained material, a plastic film or a cellulose.
- Method of producing a joint seal according to either of Claims 1 and 2, characterized in that the flanks of the rail and of the paving, between which the joint seal is to be introduced, are cleaned and coated with a primer for polysulphide synthetic resin (8), in that the separating agent is applied to the underlying surface below the joint seal, in that the paving is positioned with respect to the rail, and in that the polysulphide synthetic resin (8) is introduced in plastic form into the joint.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10105477A DE10105477C1 (en) | 2001-02-02 | 2001-02-02 | Joint seal between a rail and a plaster covering and manufacturing method |
| DE10105477 | 2001-02-02 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP1229169A2 EP1229169A2 (en) | 2002-08-07 |
| EP1229169A3 EP1229169A3 (en) | 2003-07-23 |
| EP1229169B1 true EP1229169B1 (en) | 2006-07-26 |
Family
ID=7673124
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP02002442A Expired - Lifetime EP1229169B1 (en) | 2001-02-02 | 2002-02-01 | Joint sealing between a rail and a paved area and process of making the same |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP1229169B1 (en) |
| AT (1) | ATE334262T1 (en) |
| DE (2) | DE10105477C1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008044663A1 (en) | 2008-08-28 | 2010-03-04 | Edilon Sedra Gmbh | Deadening |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008008418A1 (en) * | 2008-02-09 | 2009-08-20 | Denso-Holding Gmbh & Co. | System for filling a joint between a rail and an adjacent surface |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB966267A (en) * | 1961-02-17 | 1964-08-06 | Goldschmidt Ag Th | A temperature resistant grouting and sealing compound |
| DE3409994A1 (en) * | 1983-04-02 | 1984-10-04 | Ingenieur- und Betonbaugesellschaft mbH, 4130 Moers | Filling stone as spacer between a tramway rail and a paving |
| DE3934870C2 (en) * | 1989-10-19 | 1997-10-09 | Henkel Kgaa | Joint sealant or coating compositions based on aqueous polymer dispersions and use of nonionic cellulose ethers as additives to these compositions |
| DE4024551A1 (en) * | 1990-08-02 | 1992-02-06 | Henkel Kgaa | Joint sealants with early resistance to rain-water |
| DE4004208C2 (en) * | 1990-02-12 | 1994-02-17 | Sedra Asphalt Technik Biebrich | Sound insulation device on tram rails |
| DE9014108U1 (en) * | 1990-10-11 | 1992-02-06 | Phoenix Ag, 2100 Hamburg, De | |
| DE4204802A1 (en) * | 1992-02-18 | 1993-09-02 | D D C Gmbh Beton Bohren U Saeg | Stabilising joint filling between rail and road surface - uses concrete grout injected into cavity between rail,bed,and cover plate |
| DE4325476A1 (en) * | 1993-07-29 | 1995-02-02 | Hermann Ortwein | Method for producing a substructure for a track for rail vehicles |
| DE19613204A1 (en) * | 1995-04-15 | 1996-10-17 | Henkel Kgaa | Moisture-curing joint-sealing and adhesive material |
| DE19814073A1 (en) * | 1998-03-30 | 1999-10-07 | Hermann Ortwein | Process for the production of a potting in the spaces between the head of a grooved rail and the pavement of the carriageway |
| DE29814695U1 (en) * | 1998-08-17 | 1999-12-30 | Kwade Betonwerk Gmbh & Co Kg | Concrete element |
-
2001
- 2001-02-02 DE DE10105477A patent/DE10105477C1/en not_active Expired - Fee Related
-
2002
- 2002-02-01 DE DE50207585T patent/DE50207585D1/en not_active Expired - Lifetime
- 2002-02-01 EP EP02002442A patent/EP1229169B1/en not_active Expired - Lifetime
- 2002-02-01 AT AT02002442T patent/ATE334262T1/en active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008044663A1 (en) | 2008-08-28 | 2010-03-04 | Edilon Sedra Gmbh | Deadening |
Also Published As
| Publication number | Publication date |
|---|---|
| ATE334262T1 (en) | 2006-08-15 |
| EP1229169A3 (en) | 2003-07-23 |
| EP1229169A2 (en) | 2002-08-07 |
| DE10105477C1 (en) | 2002-11-21 |
| DE50207585D1 (en) | 2006-09-07 |
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