EP0404756B1 - Superstructure with rails and method of obtaining the same - Google Patents

Description

The invention relates to a superstructure, in particular ballastless superstructure, with rails and to a method for producing the same.

Rail-bound transport, be it for people or freight, is characterized by a particularly high level of performance, be it in terms of energy or space requirements per transported unit. The direct emissions during transport are also particularly low, since a large part of the energy conversion is caused by electrical machines, so that, for example, electricity which is generated by hydraulic power plants or by thermal power plants with a pollutant filter is used. One of the emissions from the means of transport is now becoming more and more important, namely the noise emission, since the other emissions have been reduced to a minimum. Originally, the traffic along the rail-bound traffic routes was so low that a concentration not only of the producing companies, but also of the dwellings along these traffic routes took place, so there is an increasingly higher non-acceptance towards sound emitters.

The noise emissions from rail-bound traffic can be attributed to various causes. On the one hand, the sound emission is caused directly by the rolling material. The processes during deceleration, acceleration and also in the curves should be mentioned here in particular. Measures taken here lead to the damping of sound emissions from the wheels, the braking devices, lubrication devices in tight curve radii and. the like

The noise emissions caused by rail joints can be avoided by certain superstructure structures that allow the rail joints to be welded, so that, as is well known to the user of rail-bound traffic, the periodic low-frequency noise emissions can also be avoided.

On the one hand, the superstructure of a rail-bound traffic route absorbs structure-borne noise from means of transport and, on the other hand, generates sound itself through the dynamic loading of the means of transport. A superstructure, and this statement also applies in full to a ballastless superstructure, must have dynamic movement, albeit with limited mobility. This dynamic stress also results in noise emissions from the superstructure itself. Sound emissions from the superstructure are reduced by appropriate sound absorption constructions, for example according to DE OS 35 27 829 Al a layer of mineral wool is applied to the same in a ballastless superstructure, on which a second layer of mineral grains, such as, for. B. gravel, crushed stone or slag is arranged. It is thereby achieved that the transition from sound from the solid body to air is difficult, so that lower emission values are achieved. A particularly strong sound emission is caused by the rails themselves, since, as is well known, this has a particularly high sound conductivity. In addition to the sound conductivity, the fact that the rail is connected to the substructure at points spaced apart from one another and can swing freely therebetween produces sound with a frequency dependent on the spacing of these support points. In order to reduce the sound emitted by the rails to the environment, a device is known from DE OS 36 31 492 A1 which is brought into contact with the rail on both sides of the rail web, with absorbers made of pure lead being provided in a body made of silicone rubber are. The entire device is made using flat springs, using rail nails using connected to the threshold. Although such a device allows the reduction of sound emissions in small areas, the operational safety is impaired by the intrinsically complex solution and the use of the device along long distances is prevented due to the complex construction.

The invention has now set itself the task of creating a superstructure that has lower noise emissions and at the same time is structurally designed so that the use can be carried out along long distances, which is also a high ease of maintenance.

The invention is based on a superstructure, as given by DE-OS 36 31 492, in which a superstructure with rails, preferably Vignol rails, is described for rail-bound traffic which can be secured by means of rail fastening means, e.g. Rail nails are detachably connected to supports which have at least two rails, each rail on each side of the rail web having a sound-damping device, which optionally extends as far as the rail head and optionally as far as the rail base, which bears against the rail. The superstructure according to claim 1 is characterized in that the sound-absorbing device is formed from a coating which is held on the rail by adhesive, at least substantially covers the rail web and rail foot and the coating consists of particles bound with a binder, in particular with a grain size is built up from 2 mm to 8 mm, and that in the area of releasable shoe attachment, e.g. the rail nails, continuous recesses are provided in the coating for checking and readjustment.

Characterized in that the sound absorbing device is formed with a coating which is held adhesively on the rail, a particularly simple connection between the sound absorbing device and the rail can be obtained, the fastening means in turn distinguishing screws, clamps and the like. Like. Do not contribute to a preferred sound emission.

By covering the rail web and rail foot, the noise emission from both is significantly reduced. If the coating consists of particles bound with a binder, further inhibition of the sound conductor is already predetermined in the coating, since the particles and the binder conduct the sound differently, so that reflections of the sound waves occur at the respective interfaces, which means that the Noise in the air and thus the annoyance caused by sound can be significantly reduced. Due to the continuous recesses in the area of the releasable rail fastening, the usual inspection work can be carried out in a particularly simple manner without the coating being destroyed.

If the cross-section of the coating is approximately parallelogram-shaped when viewed normal to the longitudinal direction of the rail, with two edges being formed with the rail web and the rail foot, a coating that is particularly easy to apply is achieved on the one hand, and a profile can be produced easily.

If the coating between two rails of a lane extends from one rail to the other rail and the carriers are preferably completely covered, then a particularly effective covering of both the rails and the carriers thereof is achieved, the total weight of the coating being increased at the same time, so that Particularly safe storage on the carriers can be achieved even at particularly high train speeds.

If the coating on the outside of the rail, viewed in relation to the rail wheel, essentially covers the rail head and extends approximately to the running surface of the rail, the noise emission from the rail head is also kept particularly low.

The same effect can be achieved on the rail head on the inside of the rail in that the coating partially covers the rail head.

If the coating, in particular at least in the interior, has a carrier network, on the one hand a particularly easy application of the coating can be achieved, while at the same time the carrier network including the coating can be removed if disassembly is required and the carrier network is appropriately anchored in the coating.

If the particles of the coating with rubber with a Shore hardness A of 60 to 90, in particular 75 to 85, are built up at least in part, sound insulation is particularly favorable, while at the same time a material such as is used to a large extent for the reprocessing of used tires Is available, can be used. If at least some of the particles of the coating are formed by crushed stone, split, or the like, a coating with a relatively high mass can be used in the case of sound damping, so that particularly favorable sound damping is achieved, at the same time these additives are present in large quantities and can therefore be used particularly easily.

If the binder has an organic component and if the same is elastic to plastoelastic, particularly good sound absorption can be achieved on the one hand by the particles and on the other hand by the binding of the particles to one another, since such substances generally have a high absorption capacity for the sound energy.

If the coating has continuous pores, this ensures that a drainage of surface water can be achieved particularly favorably.

If the binder has an inorganic binder, in particular cement, preferably Portland cement, there is a particularly UV-resistant binder which at the same time also has a high level of adhesion to inorganic substances. If the coating is formed by prefabricated profiles and plates, the same can be carried out particularly quickly, at the same time operation of the route only having to be slightly interrupted.

The method according to the invention for erecting a sound-damped superstructure, the superstructure with supports which have at least two rails detachably connected to the same, essentially consists in the rails being sprayed with a liquid jet, in particular a water jet, with a pressure of at least 40 bar, preferably at least 400 bar, are applied, whereupon the coating is adhesively bonded to the rails, is adhesively bonded in such a way that the rail web and rail foot cover at least substantially completely and the coating consists of particles bound with a binder, in particular with a grain size of 2 mm up to 8 mm and optionally with fibers, e.g. Glass fibers, is built. This simple procedure allows a sound-absorbing coating to be provided afterwards, even in the case of a system that is in operation for a long time, with particularly simple mechanical fastening being ensured.

If, after the liquid jet has been applied to the rails, an adhesion promoter, in particular a binding agent, is applied to the rails, the subsequent one Application of the coating can be carried out without applying a large amount of pressure, since the connection of the coating to the rail is particularly simple.

If the coating is applied with a shape guided along the rail, a continuous application of the coating is ensured with the simplest of means.

If hollow prisms, in particular hollow cylinders, are slipped over the detachable rail fastening means, which extend to the surface of the coating, whereupon the coating is adhesively bonded to the rail, then an assembly and service opening for the rail fastening means can be obtained in a particularly simple manner, with at the same time the Sound emission only in one direction, u. between. Rail nails occur essentially in the same axial direction.

The invention is explained in more detail below with reference to the drawings and examples.

• Fig. 1 einen Oberbau in schematischer Darstellung im Schnitt,
• Fig. 2 einen Teilausschnitt des Oberbaues gemäß Fig. 1 im Bereich der Schiene und
• Fig. 3 eine Schiene mit einem angefügtem Profil.

Show it:

• 1 shows a superstructure in a schematic representation in section,
• Fig. 2 is a partial section of the superstructure according to FIG. 1 in the area of the rail and
• Fig. 3 shows a rail with an attached profile.

The rails 1 are detachably connected to the carrier 2, which is formed by a concrete slab, via rail nails 3. The carrier 2 in turn rests in a continuous trough-shaped intermediate concrete layer 4 via a layer 5 made of rubber-elastic material. The intermediate layer 4 in turn rests on a base 6, which is also made of concrete is made. The base 6 is provided on a grown soil or rock 7. A coating 8 is provided between the rails 1 and covers the rail web 9 and the rail foot 10. The coating extends as far as the rail head 11. An approximately triangular coating is provided on the outside of the rail, one catheter of which is formed approximately by the rail web 9 and the other cathete by the rail foot 10. On the outside of the rail, the coating 12 extends to the running surface 13 of the rail.

As can be seen from FIG. 2, the rail 1 rests on the grooved plate 15 via a plate 14 made of rubber-elastic material, which in turn rests on the intermediate concrete layer 4 via a plate 16 made of elastic material, which is connected to a steel plate 17. The rail is releasably connected to the carrier via rail nails 3 and holding plates 18. The coatings 12 and 19 on both sides of the rail have an approximately triangular cross section. A net 20 is provided on the outside of the coating 12. The coating 21 provided between the rails likewise has a network 22. The network 22 can also be provided, for example, directly inside the coating.

The coating is, as can be clearly seen in section, with particles 23 which are connected to a binder 24 which is arranged between the particles. A film 25 of an adhesive is provided on the rail.

In the production of the coating, the procedure is now such that, after a superstructure known per se has been erected, the rails are cleaned with a water jet, whereupon the adhesive layer is applied, after which the mixture of particles and binder can be provided directly to the place to be deposited, whereupon the desired shape of the coating is formed by a mold open on both sides, which is guided along the rails.

In the case of preformed profiles 27 of the coating according to FIG. 3, this can be in the form of a parallelogram in cross section, so that the profile does not act as a hindrance for rail tongs and also allows working with track tamping machines.

To access the releasable rail fasteners, e.g. B. to facilitate the rail nails 3, a hollow cylinder 26 can be placed over the same before coating. If a profile is stored, a corresponding recess in the profile can be provided at regular intervals.

Example 1:

It was a mixture with 570 kg of a rubber granulate with a Shore hardness A 80, a grain size 4 to 8 mm with 18 kg of a binder (polyurethane), which is commercially available under the name RESICAST CH 40 (or URESTIL 1100) from Shell. After the rails were cleaned with a water jet at a pressure of 1000 bar, the binding agent was applied to the rails with the exception of the head. A coating according to FIG. 1 was then carried out on both the rails and the carrier.

Example 2:

The procedure was analogous to Example 1, with a mineral aggregate (split) with a grain size of 1 to 4 mm being used instead of the rubber granulate.

Example 3:

The procedure was analogous to Example 1, 140 kg of dispersion acrylic resin, Chemco 646 from Chemco, Vienna, with 100 kg of Portland cement being used as the binder.

Example 4:

A mineral aggregate with a grain size of 2 to 8 mm and a binding agent 100 kg plastic dispersion styrene-butadiene Chemco 605 from Chemco and 100 kg cement was used.

In Examples 5 to 8, mixtures according to Examples 1 to 4 were used, only the rails being coated on both sides according to FIG. 3.

The measured values given in the following table were obtained as follows: In the column "rail", a 1.20 m long piece was loaded with a plastic hammer, in each case with constant force, the rail according to example 9 having no coating. The sharp decrease in noise emissions in dB clearly shows the effectiveness of a coating on the rail.

Under the "Rail and Beam" column, the noise emission is given in dB, whereby the coated test track was 200 m and the speed of a passing locomotive was 80 km / h, and the measurement of the noise emission in the closed area at a distance of 7.5 m in the middle took place. In Example 10, neither the rail nor the ballast bed or carrier were coated.

The measured values show that both in the laboratory test and on the test track through the coatings on the rail and the support, in particular through prefabricated plates, a significant reduction in noise emissions could be achieved.

The covers or coatings provided on the outside of the rails can also achieve better cohesion of the ballast bed during the vibration stresses.

The following materials are also particularly suitable as the material for the particles held together with the binder: cork, vermiculite, expanded clay, expanded mica.

Fibers can also be provided in the coating in order to increase the tensile strength. Examples of the fibers are fibers made of glass, carbon, aluminum, polypropylene, hemp and the like. the like

Claims (16)

1. Permanent way, in particular a permanent way without ballast, having rails (1), preferably flat-bottom rails, for rail-bound traffic, which are releasably connected to bearers (2), which have at least two rails (1), each rail having on both sides of the rail web (9) in each case a sound-insulating means which bears against the rail (1) and reaches, if appropriate, as far as the rail head (11) and, if appropriate, as far as the rail foot (10), characterised in that the sound-insulating means is formed by a coating (8, 12, 19, 21) which is adhesively held on the rail (1), covers the rail web (9) and the rail foot (10) at least substantially completely and comprises particles (23) bonded with a binding agent, which particles have in particular a grain size of from 2 mm to 8 mm and, if appropriate, fibres, for example, glass fibres, and in that through-clearances for checking and readjusting are provided in the coating in the region of the releasable rail fastening, for example the rail spikes (3).
2. Permanent way according to Claim 1, characterised in that the cross-section of the coating, seen perpendicularly with respect to the longitudinal direction of the rails, is approximately parallelogram-shaped, two surfaces being formed by the rail web and the rail foot.
3. Permanent way according to Claim 1 or 2, characterised in that the coating (12, 19) reaches between two rails of a lane from one rail to the other rail (1) and covers the bearers (2) and, if appropriate, the ballast bed preferably completely.
4. Permanent way according to Claim 1, 2 or 3, characterised in that the coating (12) on the rail outer side, referred to the rail wheel, substantially covers the rail head (11) and reaches approximately as far as the running surface (13) of the rail (1).
5. Permanent way according to one of Claims 1 to 4, characterised in that the coating (8, 19) on the rail inner part, referred to the rail wheel, partially covers the rail head (11).
6. Permanent way according to one of Claims 1 to 5, characterised in that the coating (20, 21) has, in particular at least on the inside, a carrier net (20, 22).
7. Permanent way according to one of Claims 1 to 6, characterised in that the particles (23) of the coating are at least partially made of rubber having a Shore hardness of A 60 to 90, in particular 75 to 85.
8. Permanent way according to one of Claims 1 to 7, characterised in that the particles (23) of the coating are at least partially formed by ballast, chippings or the like.
9. Permanent way according to one of Claims 1 to 8, characterised in that the binding agent has an organic constituent and is elastic to plastoelastic.
10. Permanent way according to one of Claims 1 to 9, characterised in that the binding agent has an inorganic binder, in particular cement, preferably Portland cement.
11. Permanent way according to one of Claims 1 to 10, characterised in that the coating has through-pores.
12. Permanent way according to one of Claims 1 to 11, characterised in that the coating is formed at least partially by prefabricated profiles and/or sheets.
13. Process for setting up a sound-insulated permanent way according to one of Claims 1 to 12, the permanent way being set up in a way known per se with bearers which have at least two rails releasably connected to the same, characterised in that the rails are impinged with a liquid jet, in particular a water jet, at a pressure of at least 40 bar, whereupon the coating is adhesively bonded to the rails in such a way that the rail web and rail foot are at least substantially covered and the coating comprises particles bonded with a binding agent, which particles have in particular a grain size of from 2 mm to 8 mm and, if appropriate, fibres, for example glass fibres.
14. Process according to Claim 13, characterised in that, once the rails have been impinged by the liquid jet, an adhesion promoter, in particular a binding agent, is applied to the rails.
15. Process according to Claim 13 or 14, characterised in that the coating is applied by a mould taken along the rails.
16. Process according to Claim 13, 14 or 15, characterised in that hollow prisms, in particular hollow cylinders, which reach as far as the surface of the coating, are slipped over the releasable rail fastening means, whereupon the coating is adhesively bonded to the rail.

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