CS9100201A2 - Rail superstructure and substructure for rail vehicles - Google Patents

Abstract

Superstructure and substructure of railway bed for rail-borne vehicles, rails (10) with the rail foot (11) indirectly or directly, preferably via intermediate plates (14) which are constructed of rubber-elastic material, for example rubber, polyurethane or the like, being detachably connected to sleepers (1), the concrete sleepers (1) which are if appropriate provided with a prestressed armouring (6, 7), in particular a steel, reinforcement, are connected in each case to at least two rails (10) and rest on the support surface via a ballast bed, the concrete sleepers having on their faces in contact with the ballast bed (16) at least one coating (18, 21) which is constructed with rubber-elastic materials and is connected adhesively at least partially to the surface of the concrete sleeper (1). <IMAGE>

Description

201-31

Rail superstructure and substructure -

Technical field

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a track superstructure and a substructure for rail vehicles, the rails of which are connected directly or indirectly, in particular by means of sub-bases, by releasable joints with sleepers supported by a ballast bed on the rail.

BACKGROUND OF THE INVENTION [0002] In track support structures, a distinction has to be made between two different arrangements, namely between a conventional ballast bed with a ballast bed and between a gritless bed rail and a bottom. Generally, chipless constructions comprise monolithic concrete blocks which can be provided with steel reinforcements and on which either the support plates or the sleepers are supported. In these constructions, most of the alignment layers are used to provide not only height compensation but also a uniform distribution of forces between the sleepers or support plates and the monolithic bearing block. These force transmission means are to transmit, for example, vibrations or shocks only as damped shocks. Furthermore, it is necessary for the track to accommodate a certain springing of the rails when they are loaded by the rolling stock. This springing can be achieved either by resiliently supporting the sleepers, for example by means of rubber shoes, or by inserting elastic elements or washers under the rails. A number of solutions are known in the field of non-chip track superstructure, particularly aimed at reducing the structural height, and finishing provided with a pre-solid concrete body, for example in bridges or tunnels, to provide such a coarse superstructure so that there is virtually no need for track superstructure maintenance. and a substructure. One of the important advantages of this non-slippery track superstructure is the slow construction height, which makes it possible, in particular for tunnels, even without increasing the tunnel clearance profile, to transport larger loads on normal wagons, especially containers, superstructures on trucks and the like. the ballast bed 2, since the running profile is in this case increased by the height of the ballast bed. For this reason, further development work to improve this chipless upper and high speed track is particularly desirable and numerous improved solutions are already known, for example, EP-PA 277 090 discloses a non-gravel railway superstructure whose sleepers are all over provided with a resilient coating of rubber or the like. This coating is to ensure as far as possible the placement of the sleeper on the substructure and the distribution of the acting forces.

The sleepers intended for placement in a ballast bed are subject to particularly high loads. In a traditional embodiment, these sleepers are of well-dried oak wood, which is well impregnated prior to use, in particular with tar products, in order to prolong their durability and increase the resistance to weathering and microbiological attack. The rails are fixed to these sleepers usually fixed by means of pea or propellers. As such, the sleepers act as damping elements for sound attenuation as well as shocks. The disadvantage of these wooden sleepers, in addition to the increasing difficulty of obtaining raw material for the production of new frets, is also the considerable environmental burden in the processing of discarded sleepers which no longer have further use. Tytoprags cannot simply be burned because they produce a large amount of extremely harmful flue gases. Instead of wooden sleepers, sleepers made of steel were also used. However, these steel sleepers have a considerable disadvantage compared to wooden sleepers in that they do not attenuate either noise or shock, while the load forces are transmitted to the substructure in a non-dampened form, so that a considerable amount of noise is exerted on the environment when traveling along the track with the fritter. this superstructure requires more frequent maintenance as the intervals between the necessary re-tamping of the ballast bed are shortened.

Also known are concrete sleepers with prestressed or non-prestressed reinforcement, which, because of their greater weight and other resilience, have better properties than steel sleepers, but their ability to dampen noise when driving vehicles and transfer shocks to the ballast bed is worse than wooden sleepers.

It is also known to deposit in the ballast bed foils of rubber or similar elastic material on which the sleepers are then placed directly or indirectly. However, this film has the disadvantage that the foil tamper works at the same time with the inevitable destruction of the foil, the beneficial effect of which is thus limited to a short period of time. SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a railroad or general rail superstructure and a substructure that has good noise damping effects, while at the same time being particularly effective in reducing the displacement and travel of the sleepers in the ballast bed and allowing normal maintenance of the ballast bed, e.g. -jumping tamping machines.

SUMMARY OF THE INVENTION

This object is achieved by a rail superstructure and a base according to the invention, the rails of which are releasably connected directly or indirectly, in particular by means of pads provided with a resilient material, for example polyurethane, with sleepers, the sleepers, which may be prestressed or reinforced , in particular steel reinforcement, are always connected to at least two rails and are supported by a ballast bed on the plain; The present invention is based on the fact that the concrete sleepers are provided with at least one coating formed on their surfaces, which are of a gravel bed, made of flexible materials, in particular of rubber, polyurethane, and joined at least partially with the surface of the concrete sleepers.

This softly elastic coating of the concrete sleepers of the track superstructure ensures that the forces exerted by the rails of the rail vehicles are transmitted to the ballast bed in a damped form, so that in particular the high frequency oscillations that most lead to the premature abutment of the ballast bed are transmitted only with very small-tipped peaks so that the lifetime of the ballast bed is significantly longer. By providing the sleeper with the sleeper, the frictional resistance of the sleeper in the ballast bed is also increased compared to the sleeper behavior of the sleeper so that an extension of the lifetime of the superstructure is also ensured. In addition, maintenance work can be carried out with conventional tamping machines in the ballast bed by means of conventional tamping machines, since the ballast bed is not provided with foils or other means which would hinder the use of these machines. tamping destroyed. A further advantage of the present invention is that the surface coating of the coats also achieves the damping of the oscillations in the audible zone, so that the environmental stress is reduced at the same time.

In a preferred embodiment of the invention, the sleepers are coated with a thickness of 1 to 5 mm, in which a particularly favorable noise attenuation value and a high resistance of the sleepers to the displacement and travel in the ballast bed are achieved in this coating layer thickness. If this coating is applied over the entire area, noise emissions from the concrete sleepers are also substantially reduced to air, with no further work required to achieve this, and the cost is virtually not increased.

In particular, when a multi-layer coating is used, it is particularly possible to optimize the properties of the sleepers. The sleeper surfaces that are in direct contact with the ballast bed may be coated with a high tear and tear resistance so that other top layers may have other properties. For example, the sleepers may be provided with an additional layer which is particularly effective in attenuating noise, while another layer may have a particularly high internal attenuation of the transmitted oscillations, especially those of the oscillations, which could lead to premature disruption of the gravel.

If the film is provided with a film, it is also possible to use pre-fabricated materials, and in a particularly simple embodiment, the coating can be formed only at selected places of the sleepers, for example at the lower bearing surface, where the coating provides an isotropic properties of the sleepers. For some coatings, and also where it is necessary to achieve particularly high coherence between the coating and the sleeper surface, it is possible to use adhesive substances, in particular adhesives or penetration layers between the coating and the concrete sleeper.

If the coating is applied by spraying the coating material, it is possible to particularly favorably influence the achieved coating thickness,

Thus, it is possible to achieve both a perfectly uniform coating layer and continuous transitions, thereby significantly increasing the service life of the coating.

The coating may also be applied by immersing the sleeper in the coating material, and a very uniform, uniform edge coating layer may also be formed by a single immersion. By repeatedly immersing the still completely non-hardened coating layers in the liquid coating material, it is possible to achieve a particularly intense anchoring of the individual layers.

A particularly advantageous embodiment, which ensures even distribution of favorable properties even at lower temperatures, is that the sleeper coating is made of a hydraulic bond, for example of Portland cement, of plastic with a T-value. at most -8 ° C and optionally with a filler. These coatings still have viscoelastic properties, even at lower temperatures, while at the same time achieving good bonding of the coating layer with the concrete sleeper, in which case the train can be repaired during the deployment of the sleeper or restored. joining a coating with a concrete sleeper if there is sometimes a disruption of cohesion.

If the coating is porous, especially if it contains closed pores, it is possible to additionally influence the spring characteristics of the coating, whereby, for example, the conducting of the coating can be influenced, in particular in closed pores.

The coating of the concrete sleepers may be provided with fillers, for example stone flour, which can influence the specific gravity of the vehicle, the spring characteristics being influenced, for example, by the addition of the coating material with a flexible filler, for example rubber grit, as well as by increasing the weight of the coating. By adjusting the composition of the coating material, the damping properties of the coating can be altered with respect to noise damping.

If the sleeper is also coated at least partially on surfaces which are not in direct contact with the ballast bed, the noise emission from the sleepers to the surroundings can be particularly advantageously reduced or eliminated, and at the same time it can serve at the same time.

providing adequate mechanical properties such as the damping pad of the fastening system for fixing the rails, which particularly dampen vibrations and shocks.

If the thickness of the coating layer on the sleeper surfaces that are not in direct contact with the ballast bed is greater than the thickness of the plane on the surfaces that are in direct contact with the ballast bed and, in particular, the transition from one layer thickness to the other. the second coating thickness is smooth, a particularly resistant coating layer is formed on the sleeper surface at the places of the ballast bed, which effectively prevents the sleeper from shifting and which also very effectively limits the spread of the gravel bed while at the same time reducing the noise emission into the air , because smooth transitions limit the occurrence of edges that could be a source of emitted noise. BRIEF DESCRIPTION OF THE DRAWINGS

1 is a side view of a concrete sleeper, FIG. 2 is a cross-sectional view of the sleeper, rotated 30 DEG with respect to the sleeper of FIG. FIG. 4 is a cross-sectional view of another example of a sleeper; and FIG. 5 is a cross-section through a fifth exemplary embodiment of a sleeper according to the invention. EXAMPLES OF THE INVENTION

The sleeper shown in FIG. 1 is made of concrete B400 and is reinforced with a double prestressed reinforcement 2, 3. For convenience, this embodiment is shown with the coating formed.

The sleeper 7 made of concrete shown in FIG. 2 is provided with longitudinal channels 54 which intersect with each other in both end regions and in which, after the concrete has hardened, a steel reinforcement 6, 7 is placed, which is then biased. By prestressing the steel reinforcement 6, 7, a concrete member is formed, which in this case is a concrete sleeper 7 in which a pressure stress is generated from the prestressing, so that under the action of tensile forces the pressure stress must first be removed. Such prestressing of concrete members is always required when there are large differences between the

tensile stress and compressive stress. Furthermore, plastic dowels 8 which cooperate with the rail studs 9 are supported in the concrete sleeper. The rail 10 is supported by its foot 11 over the insert 12 of the elastic rubber material on the ribbed base 15 &apos; the washer 14 also made of rubber or similar flexible material. Thus, the rail 10 is fastened to the rail sleepers 9 and the clamping clamps 15. Each sleeper 7 is provided with at least two rails 10, and in the exemplary embodiment shown, the sleepers are formed as continuous sleepers having the same overall cross section.

Between the gravel bed 16 consisting of the individual gravel grains 17 and the sleeper 1 there is a coating 18 of a resilient material, which is a layer of this resilient material on base or similar elastic material having a thickness of 5.5 mm. The coating 18 is applied by spraying and has a hardness of 73 Shore A. The coating 18 can also be made of polyurethane which can be treated with a polyetherpolyol and a modified 4,4'-diisocyanatodiphenylmethane. and, optionally, an adhesive bonding layer also on the polyurethane base dissolved in the thin-film solvent. After evaporation of the solvents, a topcoat layer can be applied to the layer.

The sleeper 19 shown in the third example of FIG. 5 is reinforced with a soft reinforcement 20 of ribbed steel reinforcing bars. The concrete sleeper 19 is provided with a full-area coating 21 having a thickness of 2 mm over its entire periphery, which is provided with an additional coating 25 on its lower surface 22. applied to the bottom of the full-coating 21. The coating 21 corresponds to the composition of the coating 18 and the method of applying the coating 18 of FIG. 2, the additional coating 25 on the lower surface 22 of the full-surface coating 21 corresponds to the coating of the example of FIG. 25 is about 20% larger in weight than about 1100 kg / m 2 than spray coating 18. In addition, the resistance of this crushed coating 25 is about 10% higher than when sprayed and its tear resistance is about 16 kN / m. Thus, on the one hand, the coherence of the undercoat 23 with the lower surface of the overcoat 21 on the bottom of the sleeper 19 is achieved, and the resistance to sleeper displacement 19 is increased. In the exemplary embodiment shown in FIG. coating layers, which are a 2 mm sprayed polyurethane coating 18, as in FIGS. 2 and 3, as well as an intermediate coating 24 also of polyurethane, which is embedded by immersing the sleeper in a 2 mm thick bath; Thickness of 0.5 mm, a hot-pressed compression of a polypropylene web, which is applied mechanically to the most moist intermediate coating 24. Although such a coating of the sleeper 19 is more labor intensive, it also has more beneficial effects because the base coating 18 applied Stří forging and having a lower density, effectively preventing the spread of noise, while the intermediate coating 24 of polyurethane applied by dipping has a higher weight and thus better mechanical damping, wherein the outer coating film formed by hot pressing of the polypropylene web has a particularly high strength due to the non-oriented arrangement of the pressed fibers , which satisfies both mechanical stresses during operation, in particular lateral forces, and mechanical stresses resulting from the additional tamping of the gravel bed.

The concrete sleeper 19 shown in FIG. 5 is provided on its surfaces which are in contact with the gravel bed 16 with a coating of 18 mm polyurethane having a thickness of 3 mm. On the tapered surfaces 27 of the sleeper 19, a transition is created with a continuous enlargement of the thickness of the coating layer, in which the coating 18 increases its thickness so that a layer 26 with a thickness of 6 mm is formed on the upper surface 28 of the sleeper 19. The coating material layer 26 may be formed as a multilayer material, preferably comprising coating materials having a high cushioning capacity, for example polyurethanes. This layer 26 can also be applied by dipping, spraying, graveling, gluing and the like. The use of these sleepers on a closed test circuit on the site of the company has shown that deburring air into the air was compared to conventional sleepers. severely limited, so that in this case, too, a significant damping effect is achieved.

The concrete sleepers 19 may each be provided with two rail studs for forming the coating layers, which serve as gripping means for manipulation during dipping, whereby the so-treated powder 19 can then be immersed in a suspension containing 100 parts by weight of cement, an aqueous dispersion of plastic and a filler. for example, stone flour. As plastic, 50 parts by weight of a styrene-butadiene polymer with a T max of DIN 55 445-70 ° C or 120 parts by weight of acrylic acid esters of T 18 ° C or 5 parts by weight of acrylic may be used. butyl ester having a pH of Χ3Χ -46 ° C, or 100 weight parts of acrylic butyl ester of -46 ° C. These coating layers, especially with low T max values for the plastic, have a particularly good noise attenuation, whereby after tamping, in which some parts of the coating layers are optionally separated from the sleeper surface 19, these parts of the coating layers adhere to the sleeper surface again. All sleepers 19 according to the invention have a particularly high resistance to displacement on the ballast bed 16, which greatly exceeds the removal of concrete sleepers without coating layers, so that particularly high track stability is achieved especially in the turns. It was quite surprising to find that the sleepers 19 according to the invention resisted the tamping of the tamping machine by tamping, and the tufts 19 survived five times the tamping process without significant deterioration of the input properties. Although this result was surprising, it could be derived from the fact that the coating layers were designed to be elastic, so that, when tamping, for example, a gravel, along the side surface of the sleeper 19, was pushed, the coating could allow due to its elastic properties. and stop gravel feed with little damage.

As fillers, it is possible to use not only stone meal but also other materials, for example rubber pulp and, depending on the desired properties, also vermiculite, perlite and the like.

The film does not have to be used exclusively for the outer layer, but can also form an intermediate coating or an inner coating, and perforated, foamed or extruded films can also be used.

Claims (9)

PATENT REQUIREMENTS 201-31 - 10 - A rail superstructure and a substructure for rail vehicles, in which the rails are connected directly or indirectly, in particular via substrates of a resilient material, for example rubber, polyurethane and the like, by releasable joints with sleepers, whereby the sleepers are provided with a sleeve. the reinforcement falls, in particular by the steel prestressed reinforcement, are always connected to at least two rails and are supported by a gravel bed on the substrate, characterized in that the concrete sleepers (1, 19) are provided on their surfaces which are surrounded by a gravel bed 1 &amp; f, at least one coating (18, 21) of resilient material which is at least partially bonded to the surface of the concrete sleeper (1, 19). 2. The rail superstructure and substructure according to claim 1, characterized in that the coating (18, 21) is 1 to 5 mm wide and surrounds the entire circumferential surface of the concrete sleeper (1). 5. The rail superstructure and bottom according to claim 1 or 2, characterized in that the sleeve IV is provided with a multilayer coating. 4. The track upper and the bottom according to at least one of claims 1 to 5, characterized in that the coating comprises a film 125/5. The track upper and the bottom according to one of claims 1 to 4, characterized in that and a concrete sleeper (1, 19) is an adhesive, in particular a weighing material. 6. The track superstructure and substructure of one of claims 1 to 5, wherein the coating (18, 21) is a spray coating. 7. The track superstructure and substructure of one of claims 1 to 6, wherein the coating is a dip coating layer. 11 Rail superstructure and substructure according to one of Claims 1 to 7, characterized in that the coating consists of a hydraulic bonding agent, in particular of cement, for example of Portland cement, of plastic having a T max value of up to and including DIN 53 445 - 8 ° C optionally from a filler. 9. The track upper and bottom according to one of claims 1 to 8, characterized in that the coating comprises in particular closed pores. 10. The track superstructure and substructure of one of claims 1 to 9, wherein the coating comprises a filler, such as a stone meal. Rail superstructure and substructure according to one of Claims 1 to 10, characterized in that the sleeper (19) is provided at least partially on its surfaces which are outside the ballast bed (16), in particular on the tapered surfaces (27) and on the a topsheet (28), a coating layer. 12. The track superstructure and substructure according to claim 11, wherein the thickness of the coating layers on the sleeper surfaces (27, 28) outside the ballast bed (16) is than the sleeper surfaces (19), which are surrounded by a gravel bed (16), and the transition from one thickness of the coating layer to the other of the thickness of the coating layer is particularly smooth.