EP3221514B1 - Semelle de traverse - Google Patents

Semelle de traverse Download PDF

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Publication number
EP3221514B1
EP3221514B1 EP15795103.9A EP15795103A EP3221514B1 EP 3221514 B1 EP3221514 B1 EP 3221514B1 EP 15795103 A EP15795103 A EP 15795103A EP 3221514 B1 EP3221514 B1 EP 3221514B1
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EP
European Patent Office
Prior art keywords
test
test body
sleeper
damping layer
layer
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Active
Application number
EP15795103.9A
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German (de)
English (en)
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EP3221514A1 (fr
Inventor
Andreas Augustin
Harald Loy
Stefan Potocan
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Getzner Werkstoffe Holding GmbH
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Getzner Werkstoffe Holding GmbH
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Publication of EP3221514A1 publication Critical patent/EP3221514A1/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • 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
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete

Definitions

  • the present invention relates to a sleeper sole for attachment to at least one outer surface of a railroad tie facing a ballast bed, the sleeper sole having or consisting of at least one damping layer.
  • Threshold soles are known per se in the prior art. Among other things, they serve to dampen vibrations that arise when driving on the rails arranged on the railway sleeper. To achieve this goal, the damping layer should have properties that are as elastic as possible.
  • the DE 202 15 101 U1 discloses a sleeper base with an elastic plastic layer and a geotextile layer that adheres to the concrete of a concrete body of the railroad tie. From the DE 43 15 215 A1 a sleeper sole is known in which the layer of the sleeper sole surrounded by the ballast bed is a nonwoven fabric. Also the AT 506 529 A1 discloses a sleeper sole with an elastic cushioning layer.
  • a tangled fiber layer is provided on the one hand for the positive fastening of the sleeper sole to the railway sleeper made of concrete and on the other hand a reinforcing layer made of fiber material.
  • the WO 2008/122065 A1 discloses a covering material with different types of surface structures for incorporation in a concrete component.
  • the object of the invention is to propose a sleeper sole of the type mentioned above, which is particularly gentle on ballast, i.e. in which the ballast of the ballast bed is held as well as possible on the sleeper sole without having to accept significant losses in terms of damping vibrations.
  • the sleeper sole or its damping layer should have the best possible elastic properties in order to fulfill the desired vibration protection as fully as possible.
  • the damping layer should also have plastic properties in order to be able to hold the ballast of the ballast bed permanently, so that it is not carried out of the area under the railroad tie and later has to be stuffed under the railroad tie again. It has surprisingly been found that sleeper soles with a damping layer, which has an EPM index between 10% and 25%, determined by the abovementioned stress test, meet these conflicting requirements particularly well. Particularly good results were achieved when the EPM index was between 10% and 20%.
  • a damping layer that meets these values has both elastic properties required for vibration protection and plastic properties, by means of which the ballast layer is held in place, so that there is little or no unwanted discharge of the ballast from the area below the railway sleeper comes out.
  • damping layer is particularly preferably an elastomer, preferably a plastic elastomer, or a mixture of different Elastomers, preferably plastic elastomers.
  • the elastomer or at least one of the elastomers has polyurethane or rubber, preferably made of synthetic rubber, or consists thereof.
  • the damping layer has polyurethane and at least one sterically hindered short-chain glycol.
  • suitable damping layers can be realized, for example, in that the spatial crosslinking density of, for example, polyurethane elastomers assumes values comparable to those of the elastic materials, but the phase separation is deliberately disrupted. Measures can be taken, for example, by varying the molecular weights of the soft phase and additionally incorporating sterically hindered short-chain glycols.
  • the damping layer in sleepersoles according to the invention particularly preferably has a bedding modulus of 0.02 N / mm 3 to 0.6 N / mm 3 , preferably 0.05 N / mm 3 to 0.4 N / mm 3 , on.
  • the bedding module is determined according to DIN 45673-1.
  • the damping layer preferably the entire test body, has a thickness of 5 mm to 20 mm, preferably 7 mm to 13 mm, in the unloaded state, that is to say preferably before carrying out the load test.
  • This thickness is a value which represents the thickness of the entire damping layer or of the entire test body. It generally corresponds approximately to the above-mentioned initial thickness D0 of the test specimen at the test point, but does not necessarily have to be identical to this, since the initial thickness D0 of the test specimen, as explained above, relates exclusively to the test point and is usually measured much more precisely than the mentioned thickness of the damping layer.
  • the sleeper sole can consist solely of the damping layer.
  • the sleeper sole has additional layers in addition to the damping layer. These can serve, for example, both to reinforce the damping layer and to fasten the sleeper base to the railroad tie. It is possible for the sleeper base to be glued to the railroad tie or to its outer surface facing the ballast bed.
  • preferred embodiments of the invention provide that, as in the prior art, for example from AT 506 529 A1 known, fiber layers are provided on an outer surface of the sleeper sole, which serve to fasten the sleeper sole to the railroad tie made of concrete or another pourable and hardening material such as plastic.
  • Such fiber layers can be, for example, random fiber layers, some of which extend into the material of the sleeper base, but some also protrude above it, so that the still liquid material, e.g. concrete, of the railroad tie can interlock positively in the random fiber layer, so that after curing this material of the railroad tie is form-fit.
  • a flock fiber layer can also be present on the sleeper base, which can also be pressed into the still liquid material of a railroad tie, so as to produce a positive connection from the hardened material of the railroad tie and the flock fiber layer or sleeper sole.
  • the flock fiber layer can also be helpful, however, if the sleeper sole is adhesively attached to the outer surface of the railroad tie facing the ballast bed with a suitable adhesive.
  • sleeper soles according to the invention can also have at least one reinforcement layer known per se, preferably also made of fibers or fiber mesh. This is in itself, for example, from the AT 506 529 A1 known and need not be explained further.
  • sleeper pads according to the invention on railway sleepers which are made of different materials such as Concrete or wood or plastic can exist, can be attached.
  • the railway sleeper consists of pourable and hardening material such as concrete or possibly also plastic, the methods mentioned above can be used to fasten the sleeper base to the railway sleeper.
  • Gluing or other suitable fastening methods known per se should also be mentioned as alternatives for fastening the sleeper base to the railroad tie. The latter are also applicable if the railway sleeper is not made of a pourable hardening material such as consists of wood or solid wood.
  • the fiber layers used for fastening to the railroad tie or the reinforcing layers are preferably attached to the damping layer at the edges. This attachment can e.g. done by gluing. However, it is equally possible that the fiber and / or reinforcement layers mentioned are cast in at the edges of the damping layer or intervene in a form-fitting manner. In the case of the test bodies, which consist of the damping layer which are used to carry out the load test mentioned above, they are preferably completely removed for attachment to the railway sleeper or for the reinforcement layers. You can use e.g. are accordingly peeled off, cut off, split off or removed by other suitable ways from the threshold sole, without the actual damping layer being damaged thereby.
  • test specimen After removing these layers, the test specimen should still have a thickness in the range specified above, if possible.
  • the test specimen should be designed as plate-like as possible and have an area of 300mm by 300mm.
  • the contour plate used to carry out the load test mentioned above can in principle be designed differently. In any case, it is preferred It is provided that both the steel plate and the contour plate completely cover the mentioned 300 mm by 300 mm surfaces of the test body when carrying out the load test.
  • the contour plate and the flat steel plate should be so stiff that they do not deform or only insignificantly deform when the test body is compressed for the test result.
  • the EPM index can basically be determined when the stress test is carried out at only one test point on the test body. In any case, this should not be arranged completely on the edge of the test body.
  • test steps a) to g) are carried out during a stress test at several test points on the test body, so that the EPM indices calculated in this way for each test point is calculated by averaging the EPM index of the test specimen and thus the damping layer. It is e.g. It is possible to carry out the stress test at five test points at the same time in order to form the mean value mentioned.
  • the arithmetic mean that is the sum of the individual values divided by the number of individual values, is advantageously used as the mean value.
  • Fig. 1 the basic structure of a railroad tie 4, which in this example consists of concrete, with rails 16 arranged thereon for rail vehicles is shown.
  • the sleeper base 1 is located on the outer surface 3 of the railroad tie 4 facing the ballast bed 2.
  • a fiber layer 15 is drawn in, which is preferably fastened in a form-fitting manner both to the railroad tie 4 and to the damping layer 5.
  • Reinforcement layers are not shown here, but they can, as is known per se in the prior art, be present in the sleeper sole, preferably on the edge of the damping layer 5.
  • the damping layer 5 according to the invention has an EPM index in the range from 10% to 25%, preferably in the range from 10% to 20%.
  • a test body 6, as in FIG Fig. 2 is shown schematically in a plan view, with preferably parallel to each other, each 300mm by 300mm large surfaces.
  • any existing fiber layers or reinforcement layers used for fastening are removed accordingly for the concrete threshold sole 1 present.
  • the definition of the at least one test point 7 is carried out in such a way that, in the load test described below, the contour plate 8 presses one of its elevations 9 against the test body 6 with a maximum elevation 10 exactly at this test point 7.
  • the 3 and 4 each show sections through the test body 6 along the section line AA Fig. 2 ,
  • the test body 6 is still in the unloaded state before the compression in accordance with test step c) of the load test.
  • the initial thickness D0 of the test body at the test point 7 is measured in a direction 11 normal or orthogonal to the surface 12 of the test body 6.
  • the surface 12 of the test body 6 is the one on which the top view in FIG Fig. 2 looks, so one of the two surfaces, which is 300mm by 300mm in size.
  • the initial thickness D0 of the test body 6 at the test point 7 generally corresponds approximately to the thickness 14, which preferably has the values mentioned at the outset, and describes the thickness of the test body 6 over the entire surface 12.
  • the thickness 14 is a kind of average. Due to local deviations or also differently accurate measurements, the thickness D0 in the test point 7 can deviate more or less from the thickness 14.
  • Fig. 4 shows contrary to Fig. 3 the test body 6 in the area of the test point 7 twenty minutes after the end of the relief interval according to test step e). A certain residual deformation of the surface 12 can be seen in the area of the test point 7.
  • the instantaneous thickness D20 of the test body 6 to be measured in accordance with test step f) at the test point 7 is also shown. This measurement is to be carried out normally on the surface 12 of the test body 6 in the same direction 11 as the measurement of the initial thickness D0 of the test body 6.
  • Fig. 5 shows a schematic representation of how the compression of the entire previously unloaded test body 6 can be carried out in accordance with test step c) of the stress test.
  • the previously unloaded test body 6 is placed between a flat steel plate 13 and the contour plate 8, so that one of the surfaces 12 of the test body faces the elevations 9 on the contour plate 8.
  • the opposite steel plate 13 is flat. It therefore has a flat surface on which the test body 6 rests during compression.
  • the test body 6 lies over the entire surface, that is to say with two opposing surfaces of 300 mm by 300 mm each on the flat steel plate 13.
  • the contour plate 8 also advantageously covers the entire surface of the surface 12 of the test body 6 facing the test point 7.
  • test body 6 Before the start of the compression, however, the test body 6 only bears against the maximum elevations 10 of the elevations 9 of the contour plate 8. With increasing compression, the elevations 9 are pressed into the test body 6, so that the contact area between the test body 6 and the contour plate 8 increases with increasing compression.
  • test step c) On the entire, previously unloaded test specimen within 60 seconds. The compression is carried out to such an extent that the test body 6 at the test point 7 is compressed to 50% of its initial thickness D0 at the end of the 60 seconds.
  • the contour plate 8 presses with the maximum elevation 10 of the elevation 9 of the contour plate 8 at the test point 7 against the test body 6. Presses known per se can be used to carry out the compression. In Fig.
  • test step d there is provision for continuous, that is, uninterrupted, maintenance of the compression of the test body achieved in test step c) at the end of the 60 seconds for a period of twelve hours. After these twelve hours according to test step d), the compression of the test body 6) is ended. In test step e) there is a complete relief of the test body 6) within a relief interval of five seconds.
  • the press rams 17 are moved far apart corresponding to the pressing direction 18.
  • the compression within the 60 seconds according to test step c) as well as the relief within the relief interval of 5 seconds according to test step e) is advantageously carried out with a linear loading or unloading ramp, preferably by pressing the compression punches 17 towards each other at constant speed in the respective time intervals. that is, in the pressing direction 18 or away from one another, that is to say in the direction opposite to the pressing direction 18.
  • the test body 6 is completely relieved. Now wait in test step f) in the relieved state 20 minutes from the end of the unloading interval.
  • the sleeper sole 1 fulfills the elastic and plastic requirements actually contradicting one another at first glance, so that the sleeper sole 1 is on the one hand so elastic that it ensures the desired damping effect and thus vibration protection, but on the other hand but is also very gentle on the ballast bed 2, in that the ballast bed 2 is held in place by the plastic part of the deformation in the practical implementation of the sleeper base 1 under the railroad tie 4.
  • the EPM index can be calculated in the test step g) from the initial thickness D0 and the instantaneous thickness D20 measured in the test step f).
  • the formula is used in which it is provided that the current thickness D20 is subtracted from the initial thickness D0.
  • the result of this subtraction is divided by the initial thickness D0 and the result of this division is multiplied by 100%.
  • the EPM index which according to the invention should be in the range from 10% to 25%, preferably in the range from 10% to 20%.
  • Fig. 6 shows a plan view of a contour plate 8 or its elevations 9, preferably used when carrying out the load test, in the form of the so-called geometric ballast plate in accordance with the CEN / TC 256 standard Fig. 6 it can be clearly seen that this contour plate 8 or geometric ballast plate according to the standard mentioned has large-area and small-area pyramid-like elevations 9.
  • section line BB from Fig. 6 shows a section in the area of the large-scale surveys 9.
  • the in Fig. 8 shown section along the section line CC shows the smaller elevations 9 of this contour plate 8 in a sectional view.
  • the elevations 9 each project over a base plane 19 of the contour plate 8.
  • the elevations 9 in the maximum elevations 10 have the maximum distance from this base plane 19.
  • the maximum elevations 10 could also be referred to as the summit or tip of the elevations 9.
  • the test point 7 of the test body 6 lies against one of these maximum elevations 10.
  • the term “maximum elevations 10” was chosen for the summit area of the respective elevations 9.
  • the maximum elevations 10 of all elevations 9 have the same height difference 20 from the base plane 19. In the case of the geometric ballast slab according to the CEN / TC 256 standard, this height difference is 20 15 mm. This height difference 20 in the case of the contour plates 8 which are used for the load test mentioned should advantageously be greater than the thickness 14 of the test body 6.
  • Fig. 9 shows a diagram with a time interval between 0 and 80 minutes immediately after the end of the discharge interval of 5 seconds according to test step e).
  • the courses 21, 22 and 23 for different test bodies 6 are shown. These are examples.
  • the course 21 shows an example of a test body 6 or a damping layer 5, which responds strongly plastically to the compression of the test body 6 in accordance with test step c). Even after 60 minutes, a residual or residual deformation R of 27% can still be observed. Damping layers with such a material are very gentle on gravel, but do not achieve the desired elastic properties and thus do not achieve the desired vibration protection of the sleeper sole 1.
  • An opposite example of a strongly elastic behavior of a test body 6 is shown on the course 23.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Vibration Prevention Devices (AREA)
  • Investigating Strength Of Materials By Application Of Mechanical Stress (AREA)
  • Laminated Bodies (AREA)

Claims (7)

  1. Semelle de traverse (1) à fixer sur au moins une surface extérieure (3) d'une traverse de chemin de fer (4) qui est dirigée vers un lit de ballast (2), la semelle de traverse (1) présentant au moins une couche d'amortissement (5) ou étant constituée d'une couche d'amortissement (5), caractérisée en ce que la couche d'amortissement (5) présente, lors d'un test de charge, un indice EPM dans la plage allant de 10 % à 25 %, de préférence dans la plage allant de 10 % à 20 %, le test de charge étant réalisé sur un échantillon de test (6) constitué de la couche d'amortissement (5) avec une surface de 300 mm x 300 mm et avec les étapes de test suivantes consistant à :
    a) fixer au moins un point de test (7) sur l'échantillon de test (6) en un endroit de l'échantillon de test (6) contre lequel, à l'étape de test c), une plaque de contour (8) présentant une pluralité de reliefs saillants (9) appuie avec un sommet (10) d'un des reliefs saillants (9) contre l'échantillon de test (6) ;
    b) déterminer une épaisseur initiale D0 de l'échantillon de test (6) à l'état sans charge au point de test (7) dans une direction (11) normale à une surface (12) de l'échantillon de test (6) ;
    c) compresser en l'espace de 60 secondes l'ensemble de l'échantillon de test (6), préalablement sans charge, entre une plaque d'acier plate (13) et la plaque de contour (8), l'échantillon de test (6) étant comprimé au point de test (7) à 50% de son épaisseur initiale D0 à la fin des 60 secondes, et la plaque de contour (8) appuyant contre l'échantillon de test (6) avec le sommet (10) du relief saillant (9) de la plaque de contour (8) au point de test (7) ;
    d) maintenir sans interruption pendant 12 heures la compression de l'échantillon de test (6) obtenue à la fin des 60 secondes à l'étape de test c) ;
    e) arrêter la compression et supprimer totalement la charge appliquée à l'échantillon de test (6) dans un intervalle de décharge de 5 secondes à la fin des 12 heures de l'étape de test d) ;
    f) 20 minutes après la fin de l'intervalle de décharge de l'étape de test e), mesurer l'épaisseur instantanée D20 de l'échantillon de test (6) au point de test (7) dans la direction (11) normale à la surface (12) de l'échantillon de test (6) selon l'étape de test b) ;
    g) calculer l'indice EPM à partir de l'épaisseur initiale D0 et de l'épaisseur instantanée D20 mesurée à l'étape de test f) selon la formule : 100% fois (D0-D20)/D0.
  2. Semelle de traverse (1) selon la revendication 1, caractérisée en ce que la couche d'amortissement (5) comprend ou consiste en un élastomère, de préférence un élastomère plastique, ou un mélange de différents élastomères, de préférence de différents élastomères plastiques.
  3. Semelle de traverse (1) selon la revendication 2, caractérisée en ce que l'élastomère ou au moins l'un des élastomères comprend ou consiste en du polyuréthane ou du caoutchouc, de préférence du caoutchouc synthétique.
  4. Semelle de traverse (1) selon la revendication 1, caractérisée en ce que la couche d'amortissement (5) comprend du polyuréthane et au moins un glycol à chaîne courte à gêne stérique.
  5. Semelle de traverse (1) selon l'une des revendications 1 à 4, caractérisée en ce que la couche d'amortissement (5) présente un module de ballast de 0,02 N/mm3 à 0,6 N/mm3, de préférence de 0,05 N/mm3 à 0,4 N/mm3.
  6. Semelle de traverse (1) selon l'une des revendications 1 à 5, caractérisée en ce que, à l'état sans charge avant la réalisation du test de charge, la couche d'amortissement (5), de préférence la totalité de l'échantillon de test (6), a une épaisseur (14) allant de 5 mm à 20 mm, de préférence allant de 7 mm à 13 mm.
  7. Semelle de traverse (1) selon l'une des revendications 1 à 6, caractérisée en ce que la semelle de traverse (1) présente une couche de fibres (15) fixée à la couche d'amortissement (5) pour fixer la semelle de traverse (1) sur la traverse (4), de préférence une couche de fibres enchevêtrée ou une couche de fibres floquées, et/ou une couche de renforcement, de préférence en fibres.
EP15795103.9A 2014-11-19 2015-10-12 Semelle de traverse Active EP3221514B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014116905.0A DE102014116905A1 (de) 2014-11-19 2014-11-19 Schwellensohle
PCT/AT2015/000132 WO2016077852A1 (fr) 2014-11-19 2015-10-12 Semelle de traverse

Publications (2)

Publication Number Publication Date
EP3221514A1 EP3221514A1 (fr) 2017-09-27
EP3221514B1 true EP3221514B1 (fr) 2019-12-18

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EP15795103.9A Active EP3221514B1 (fr) 2014-11-19 2015-10-12 Semelle de traverse

Country Status (7)

Country Link
US (1) US10597826B2 (fr)
EP (1) EP3221514B1 (fr)
CN (1) CN107002371B (fr)
DE (1) DE102014116905A1 (fr)
DK (1) DK3221514T3 (fr)
PT (1) PT3221514T (fr)
WO (1) WO2016077852A1 (fr)

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AT520697B1 (de) 2017-11-21 2022-06-15 Getzner Werkstoffe Holding Gmbh Weiche
AT520879B1 (de) * 2018-02-14 2020-08-15 Getzner Werkstoffe Holding Gmbh Schwellensohle
CN108755288A (zh) * 2018-08-17 2018-11-06 中国铁道科学研究院集团有限公司铁道建筑研究所 一种铁路混凝土轨枕底弹性垫板
RU186101U1 (ru) * 2018-11-02 2018-12-29 Общество с ограниченной ответственностью Производственно коммерческая фирма "Еврохим Резинотехника" Мат виброизоляционный подбалластный
RU185957U1 (ru) * 2018-11-02 2018-12-25 Общество с ограниченной ответственностью Производственно коммерческая фирма "Еврохим Резинотехника" Мат виброизоляционный подбалластный
RU186100U1 (ru) * 2018-11-02 2018-12-29 Общество с ограниченной ответственностью Производственно коммерческая фирма "Еврохим Резинотехника" Мат виброизоляционный подбалластный
RU185946U1 (ru) * 2018-11-02 2018-12-25 Общество с ограниченной ответственностью Производственно коммерческая фирма "Еврохим Резинотехника" Мат виброизоляционный подбалластный
AT526492A1 (de) * 2022-09-07 2024-03-15 Getzner Werkstoffe Holding Gmbh Schwellensohle

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Also Published As

Publication number Publication date
EP3221514A1 (fr) 2017-09-27
CN107002371A (zh) 2017-08-01
DK3221514T3 (da) 2020-03-23
DE102014116905A1 (de) 2016-05-19
PT3221514T (pt) 2020-02-21
US20180127922A1 (en) 2018-05-10
US10597826B2 (en) 2020-03-24
WO2016077852A1 (fr) 2016-05-26
CN107002371B (zh) 2019-05-31

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