DE4411833A1 - Noise-damped tramway track - Google Patents

Abstract

A ballastless superstructure and a cushion usable therefor, as well as a production method for a cushion of this type are disclosed, being usable for track-guided vehicles, in particular for tramway tracks. A rigid shaped part of steel or concrete is placed on a levelling sealing compound, the shaped part having lateral cheeks for forming a trough in which a rail foot can then be mounted, the rail foot having previously been covered with a resilient prefabricated cushion of plastic. The cushion can also be attached to the rail foot on a ribbed plate; in this case, normal sleepers can also be used. This superstructure is easy to mount and allows damping of the vibrations introduced into the rail. <IMAGE>

Description

The invention relates to a ballastless superstructure for track-guided vehicles, especially tram tracks, the rail foot with the interposition of a elastic intermediate layer in tub-like molded parts is stored, as well as an elastic liner and a Process of making this elastic Liner.

Tram tracks are often level with the Road surface for non-track guided vehicles in Roads installed. This design requires a leveling of the adjacent ones of the rails Road surface by constructive for the installation necessary gaps between the track body and the rest of the road by inserting concrete, paving or asphalt can be filled. It follows that the Storage of the tram rails is not permanent can be controlled and changed, but during the final position of the tram rails is to be fixed. On the other hand, from the Railway engineering is generally known to have a rail certain elasticity is to be given to wear to prevent the vehicles and the noise emission in Keep limits.

So far, it was common, for example, grooved rails a concrete base or a continuous concrete base to be laid by the rail level through a appropriate pouring from asphalt or plastic foam is set (CH 630 681). To further dampen the Noise when driving on the rails is in the same Scripture suggested the profile cavities next to the Lined with plastic foam and if necessary  Arrange grass pavers between the rails.

From a company brochure of Sika-Chemie GmbH, Stuttgart is known grooved rails in a rectangular Cut out large-scale joint within the roadway to lay and the entire joint with the insertion of Fillers next to the bars with a mass of Icosit KC Fill 330 U as a pouring compound. This mass has about a Shore hardness of A 80 to 90 and is said to be on before the level of the rail brought within the carriageway fix. The effort for casting and leveling the rails are very high, besides that is too using elastic mass relatively expensive. The one time cast rail can only be disassembled with difficulty, if the rails are replaced in the event of destruction or Track rebuilding is required. For the rest is one Hardly any reuse of the rail for other purposes possible because the casting compound cannot be peeled off or is too expensive.

From FR 21 22 863, in particular Fig. 4, is known Grooved rails for tram tracks in a concrete channel to be laid, the concrete surface at the level of Rail heads lies. In such a concrete channel can provide individual elastomer pillows of low elasticity Poured in place, the elastomers from Polyurethane or epoxy resin exist. The two Component material should be mixed on site and with Adhesive effect can be introduced to the substrate; over a additive rail fastening is not disclosed. The The concrete chamber should then be covered with asphalt Pour the top edge of the rails. Here too there is the problem of how to the company prospectus described that such a rail can hardly be dismantled is and the effort for material and manufacturing very are high. There is noise reduction in this procedure probably, but not addressed.  

DE-A1-40 04 208 discloses a sound absorbing device Tram tracks revealed when using of prefabricated parts, namely a rail foot molded parts encompassing the sides at a distance Polyurethane-bonded rubber parts used for Picking up and pouring around the foot of the Tramway rails have an adapted trough shape. Such a tub-like training is required to create a leveling compound inside the tub, with a Shore hardness D 35 to 50 to bring the Tram tracks to the required level bring. The tub-shaped parts are said to have a Shore hardness Have D of 80. The purpose of the arrangement is damping higher frequency vibrations. Especially that different compliant behaviors of hard rubber foamed polyurethane is said to dampen this cause because of an internal friction with periodic Compression is subject to energy consumption. The board-like molded parts should in turn with the Foundation concrete are glued, so that overall an indissoluble combination of grooved rail with Leveling compound between the rail foot and the board-like one Molding and the concrete foundation results. Besides that already mentioned problem that such rails are not are to be reused and if the Tram track or a change in altitude that Whole system must be destroyed is the installation of a such a system is very cumbersome, because initially tub-like molding on the concrete floor in relative exact height and then under Inserting the leveling the tram tracks themselves must be kept at the level as long as the Leveling compound is not hardened. Because of Limited pot life is also certain Set ambient temperature or equivalent Wait for weather if such a construction Should be used.  

The gaps between the adjacent lane and the top edge of the rail should be, as usual, with shaped stones and asphalt casting compound are sealed.

DE 37 11 190 A1 describes a molded plastic Intermediate layer for structure-borne sound insulation known. With this System is of course also the problem that Potting only very time consuming under the one already installed To be able to run rail. The construction progress is accordingly low.

Sound attenuation has also been proposed (DE 33 45 388 C2) a grooved rail up to Store street level / rail head in rubber parts. The bottom of the rail, from the side and rubber profile, partly from above, is used, at the same time by a molded rib Supports side profiles.

The massive rubber part is to be traversed by air channels be, the cross section max. 30% of Material cross section. This measure is supposed to at the same time the rail is elastically supported, in curve radii a conformability guaranteed and a Sound absorption can be achieved. Such rubber parts are relatively expensive and usually too soft for continuous use. In the case of hard rubber parts, the flexing makes one Fear reduction in tool life.

From DE-C-31 47 387 and DE-A-33 46 993 known for trams or subways to dampen the Sound vibrations on plastic-clad steel sheets clamp the web and / or the rail foot or under Insertion of a permanently flowable coupling adhesive with the Rail to connect. It can have additional Fasteners on a ribbed plate that Positioned the rail in the lateral direction and the Leveled by inserting intermediate plates become.  

In DE-PS 8 46 101, Fig. 3, one is on ribbed plates mounted rail with an intermediate layer made of porous Rubber, e.g. B. sponge or foam rubber described the rail foot completely and in its entire length or is encased in parts of it.

Problems are caused by the bracing of the rail, because the rubber is inevitably destroyed in the long run. The System has not proven itself.

Finally, from DE-A-40 27 836 a relocation of Tram tracks are known to have a U-shaped rigid carrier is underfilled with concrete and this Beams as a support structure for those suspended on bars Serve rails, being between rails and the Support structure pressed to the webs elastic Intermediate layers should dampen structure-borne noise.

From practice, especially with special constructions, as with crane rails and tracks on bridges, d. H. on solid, continuous substrate material, e.g. B. Steel girder, is known to have rubber profiles with integrated Place cavities under the rail foot. Thereby should a defined sinking behavior when rolling Surrender load. Soundproofing is because of that Resilience of the rubber hardly possible.

Based on this state of the art Invention based on the problem of a sound absorbing Arrangement or a corresponding applicable device and to propose their manufacture, in particular for Tram tracks, on the one hand noise reduction is possible, on the other hand a very simple one Installation process and recovery process for Tram tracks are applicable and the ones to be used Materials are very inexpensive. The device is said to if possible also with ribbed plate storage on one  Sublimation may be applicable.

According to the invention, the problem is solved by claims 1, 3, 5 and 9 solved. Further inventive features are contained in the subclaims.

In the generic superstructure is first of all Started construction, as in DE-A-40 04 208 is shown. Also finishing the rail neighboring lane parts, including use of chamber stones or shaped stones, as well as the Paving and grouting, can be similar to be carried out in the generic disclosure.

The actual combinatorial invention extends here that the leveling compound directly on the hard Substructure is applied, e.g. B. in the form of a Special mortar, its pot life or hardening time through Add appropriate chemicals or other building materials is set to the desired time. In these Leveling compound that is made from a continuous mortar working manufacturing facility on the ground can be applied, for example in the position of the later ones Rail position can then the tub-like molding without that the rail is in place and so - with known dimensions of the rail heights and Intermediate layer to be inserted - very simply a flat position getting produced. Such trough-like molded parts can be made of steel or concrete. It's important, that they rest rigidly on the casting compound and with it are connectable. After making such a base for the rail can be an intermediate layer that is prefabricated is delivered to the construction site in any length the rail foot are folded and remain there until the rail including the intermediate layer in the tub-like Molded parts is used. This design allows that without fiddling with the heavy rails, with the help of a  Differential gauge, the exact level for the target position of the Rail can be adhered to.

An alternative is the liner itself insert into the hardening leveling compound. The rail can then be used in the liner later because the wrapping parts of the liner are elastic enough are bent up when inserting the rail foot become. In this respect, the definition refers to the prefabricated tub-like molded parts also on the hardening leveling compound.

In the area of switches, the tub shape is, for example because of the crossing rails, by a preferably flat plate, preferably made of flat steel replace. The intermediate layers can here by partial Notching or thermal leveling of the wrapping parts be adjusted. It is also for easy installation possible the intermediate layer point by point or over the entire surface to glue the plates.

As the liner itself the rail foot at least to the side, but better to the side and from above, can the liner in the manner of a snap connection to be placed on the rail foot. The liner has with the part encompassing the rail foot another Training than on the parts on which the rail foot rests. The part on which the rail foot rests must be for its noise reduction properties will be able to a few millimeters, preferably 1 to 2 mm become. But the material should be essentially not be compressed, but from its target position to be ousted. This has the particular advantage that by a rolling load in the liner one Flexing is done with considerable internal friction and at the same time the liner through the Volume displacement firmly into the tub-like, rigid form is pressed in and remains there frictionally.  

In addition, such very moderate flexing work ensure that tension in the rail in Longitudinal direction are dismantled, a rail fault does not occur and is directed in the longitudinal direction of the rail Forces are not transferred to the substructure.

The use of thermoplastic elastomer from the group Exposed EPDM. This plastic, especially Mixed components with PE compound, with blowing agents moved and then sprayed, has the required Material properties, it is incompressible, elastic without significant volume change, by means of an internal structure resistant to water absorption, weather and ozone resistant, maximum noise reduction through internal friction with easy handling during the Injection molding and the possibility of an integral skin form that compared to the neighboring components wear-resistant skin protects the elastic part.

In a special embodiment, the liner on the parts that have the rail foot laterally and from above embrace so shaped that their elasticity is considerable is larger than the parts that will later be Rail base lie. In particular, the thickness of the mentioned wrapping parts thinner than the other parts of the Be a liner and reach over the rail foot should be 1/2 to 3 times the thickness of the parts of the side of the rail foot edge Liner. The part around the rail foot should finally preferably end in a slope so that it is possible to slightly bend open these wrapping parts and the rail foot already practically by own weight in the liner can slip if you prefer the Put the rail in the liner instead of the Liner to fold the rail foot. The Shape design of the wrap-around parts of the intermediate layer  enables it in combination with the one to be selected Plastic, which according to the conditions mentioned in its Composable composition composed by a specialist can be demoulded from the injection mold without that because of the undercuts of the to be sprayed Plastic parts must have the tool slide. The Elasticity of these wrapping parts allows them to be pulled out the finished liners from the tool by bend elastically during demolding.

In addition to injection molding, the liner can also be made by other methods known per se are manufactured, such as B. by extrusion / extrusion or Hot forming of appropriate masses.

The thinner design of the lateral wrap around the elastic liner can also be related a ribbed mounting of the rail on one Sublimation can be exploited. The stand delivers here the technology is also not a satisfactory solution.

In the case of commercially available ribbed plates, the rail foot has sideways 1 - 3 mm air to the rib; this variation arises from the rolling tolerance of the rail and that required installation game. A contact of the rail with the Rib is neither with the K-fastening nor with resilient Prevent rail attachment so that Body formwork would be inevitable.

The intermediate layer according to the invention provides a remedy here. If necessary, ribbed plates with larger side play according to the thickness of the side Wrapping parts of the liner are used. The direct bracing of the rail foot from above will not hindered.

The invention is to be described in more detail on the basis of schematic sketches are explained. Show it

Fig. 1 a superstructure according to the invention,

Fig. 2 is an enlarged portion of a liner according to the invention in section;

Fig. 3 shows a similar superstructure Fig. 1,

Fig. 4 shows a superstructure with ribbed mounting of the rail.

Fig. 1 shows a tram rail, here designed as a grooved rail 9 , which is embedded in a pavement 11 at approximately the same level. On a concrete substructure 1 , a special mortar 2 was first introduced as a leveling compound under the production of the tram track, the hardening time of which was set to about 1 hour by adding accelerators. The special casting mortar is used for the precise setting of a concrete profile 3 with side cheeks 4 . The grout 2 is limited to a width of about 300 mm, which can be achieved for example by formwork. Such formwork is not required, however, if the special mortar can be introduced into the desired position with sufficient accuracy. The concrete profile 3 can be sunk to a desired height in the special mortar by an appropriate upper load. After hardening of the special mortar 2 , a rail 9 with web 8 and rail base 6 , which in turn is coupled to the parallel second rail and kept at a distance by tie rods 12 , is provided with a covering, the intermediate layer 5 on the rail base 6 . This intermediate layer made of EPDM / PE compound plastic has ribs 15 and wrap-around parts 16 on the side, which engage around the rail foot edge 7 laterally and from above. After attaching the intermediate layer 5 , the rail 9 can then be placed in the tub 5 and a filling of the roadway by split 10 , the chamber stones or shaped stones 14 , as well as the sealing compound 13 and the concrete paving 11 can be completed. Instead of the precast concrete part 3 , the area for the precisely fitting holding of the intermediate layer 5 can also be produced in the area designated by reference number 3 during the hardening of the leveling compound 2 by permanent or temporary insertion of an intermediate layer 5 .

Fig. 2 shows in cross section a lateral portion of the intermediate layer 5 without the rail 6 or Schienenfußkante. 7 The base 5 of the intermediate layer has a thickness D1 of approximately 8 mm in the illustration, while the part 15 of the intermediate layer located to the side of the rail foot edge 7 has a thickness D2 of approximately 3 to 5 mm, here of 5 mm. The adjoining region 16 of the elastic intermediate layer has a length L of approximately 2 × the thickness D2 and a thickness which also corresponds to the thickness D 2. Finally, the end of part 16 is chamfered by a phase 17 of approximately 30 to 45 °, so that the nose 16 of the intermediate layer can easily be slipped over the rail base edge 7 . The thickness ratio D1 / D2 ensures that the lateral area of the intermediate layer is more elastic than the bottom area and can therefore be easily placed around the rail foot and can be easily removed from the injection mold.

Fig. 3 shows a grooved rail similar to Fig. 1 in section in the use position. Instead of the concrete profile, however, a steel profile 3 a, 3 b in a U-shape with an inner width of approximately 220 mm is used as a trough-like molded part, which is embedded in the leveling compound 2 .

FIG. 4 shows a rail 26 with a rail foot 25 on a ribbed plate 27 , which in turn is fastened in the sub-threshold 18 by means of a threshold screw 19 . An elastic intermediate layer 24 with a sole 28 and with integrally attached wrap-around parts 29 is arranged between the rail foot 25 on the one hand and the rib plate 27 or its rib 23 on the other hand. As is known, the rail foot 25 is resiliently clamped by means of a W-shaped spring 20 with the aid of a conventional hook screw 21 mounted in rib 23 and a pattern 22 . For assembly purposes and to compensate for play and to improve the ability to be removed from the injection mold, the wrap-around part 29 is designed to be softer than the sole 28 of the intermediate layer 24 . Depending on the load on the rail, however, the sole 28 can also be adapted to the requirements in terms of its spring stiffness either over its entire thickness or parts thereof by injection molding and / or material-related variants.

Claims (9)

1. Ballastless superstructure for track-guided vehicles, in particular for tram tracks, with a rail positioned at a predefined level by means of a leveling sealing compound, the rail foot being continuously stored in trough-like molded parts with the interposition of an elastic intermediate layer, characterized in that the trough-like molded parts as prefabricated rigid, Non-compressible molded parts ( 3 , 3 a, 3 b) are formed which rest on a leveling compound ( 2 ) which can be introduced on site and the elastic intermediate layer is formed from plastic on an insertable intermediate layer ( 5 ) which at least partially encompasses the rail base ( 6 ). 2. Superstructure according to claim 1, characterized in that the rigid molded parts consist of steel ( 3 a, 3 b) and / or concrete. 3. Ballastless superstructure for track-guided vehicles, in particular for tram tracks, the rail foot being mounted in trough-like molded parts with the interposition of an elastic intermediate layer, characterized in that the trough-shaped molded parts are designed as a ribbed plate ( 27 ) and the elastic intermediate layer as an attachable, the rail foot ( 25 ) at least partially encompassing intermediate layer ( 24 ) is formed from plastic. 4. Superstructure according to one of claims 1 to 3, characterized in that the intermediate layer ( 5 , 24 ) surrounds the rail base ( 6 , 25 ) laterally and partly from above. 5. Elastic intermediate layer ( 5 , 24 ), in particular for a superstructure according to claim 1 or 3, made of plastic, to be arranged on the one hand between a rail base ( 6 , 25 ) and a rigid underlay ( 9 , 26 ) extending longitudinally ( 3 , 3 a, 3 b, 27 ) and on the other hand encompassing the edges ( 7 ) of the rail foot ( 6 , 25 ) on both sides, consisting of micro-cellular plastic which can be elastically deformed with little or no change in volume and with wear-resistant integral skin. 6. Liner according to one of claims 1 to 5, characterized by a material from or several, pure or mixed components, selected from the group of thermoplastic Elastomer EPDM, polyethylene (PE), PE compound. 7. Intermediate layer according to one of claims 1 to 6, characterized in that the region of the intermediate layer ( 5 , 24 ) arranged under the rail foot ( 6 , 25 ) has a maximum thickness which corresponds to the thickness of the rail foot at its edge ( 7 ) and can be pressed in by about 1 to 2 mm. 8. Intermediate layer according to one of claims 1 to 7, characterized in that the rail base edge ( 7 ) laterally encompassing parts ( 15 , 29 ) are thinner than the parts lying under the rail base ( 6 , 25 ) and a the rail base ( 6 , 25 ) from above holding part ( 16 ) has a length and thickness of about 1/2 to 3 times the thickness of the side parts ( 15 , 29 ). 9. A method for producing an intermediate layer according to one of claims 5 to 7, applicable to a superstructure according to claims 1 to 4 by using an injection molding tool in which the intermediate layer ( 5 , 24 ) is injected in the installation geometry and thereby the stiffness of the plastic is set so that the intermediate layer ( 5 , 24 ) can be removed from the mold without the use of slides for undercuts ( 15 , 16 , 29 ).