EP0698143A1

EP0698143A1 - Stable railway superstructure

Info

Publication number: EP0698143A1
Application number: EP94916953A
Authority: EP
Inventors: Klaus Meurer; Guenter Fasterding
Original assignee: PROJEKTGEMEINSCHAFT FESTE FAHRBAHN SYSTEM SATO GLEISROST MIT BETON- ODER STAHLSCHWELLEN ASPHALT- ODER BETONFAHRBAHN GmbH; PROJEKTGEMEINSCHAFT FESTE FAHR
Current assignee: PROJEKTGEMEINSCHAFT FESTE FAHRBAHN SYSTEM SATO GLE
Priority date: 1993-05-11
Filing date: 1994-05-11
Publication date: 1996-02-28
Anticipated expiration: 2014-05-11
Also published as: HU215794B; PL311630A1; CZ288995A3; DE4493043D2; ES2110240T3; DE59404355D1; AU6843794A; HU9503231D0; CZ286773B6; EP0698143B1; DE9308783U1; SK140395A3; ATE159306T1; SK284344B6; PL173957B1; WO1994026975A3; WO1994026975A2; HUT76896A

Abstract

A stable railway superstructure and a process for producing the same are disclosed. A rail-carrying sleeper lies on a solid asphalt or concrete supporting layer. The sleepers (2) are rigidly secured to at least one profile (7) parallel to the rails (3) which extends downwards away from the lower face of the sleeper sole (9) and the profile (7) is glued to the supporting layer (1). A polymer adhesive having a high affinity with the steel profile and the supporting layer materials is preferably used as glue. The profiles are preferably anchored into a groove (8) milled at a precise position in the supporting layer for sleepers provided with corresponding sole profiles.

Description

Positionally stable railway superstructure

description

The invention relates to a stable railway superstructure with a solid carriageway and a method for producing such a superstructure.

In railway technology, a distinction is made between ballast track and slab track, which mostly rests on a base made of concrete or asphalt mix.

A generic superstructure consisting of multilayer, high-strength asphalt layers and a track arranged thereon with steel sleepers for the rail mounting is shown in the German magazine ETR (28) 5 - 1979, pp. 437-438. A Y-tie is fastened in the substructure made of asphalt base layers by means of anchor bolts welded onto a sheet metal by the height of the sleepers and the rail inclination

Appropriate fasteners for the anchor bolt on the threshold is adjusted. The sole of the threshold, which consists of parallel H-profiles, is connected to one another by two profile elements arranged in the area under the rail. The resulting from these profiles

The joint between the surface of the asphalt base course and the sole of the sleeper or beyond the lower edge of the sleeper is filled with a special pouring compound. An elastic rubber plate is arranged between the rail and the upper side of the sleeper, while an intermediate layer made of plastic is arranged under the rail itself, which is guided in a ribbed plate. In addition to the task of leveling the sleeper or the rail, the welded-on anchor bolt also has the function of stabilizing the track in the desired position against lateral forces, transverse displacement forces and against forces which result from the rail bending and lift off the sleeper. According to DE-OS 35 17 295, which discloses a similar superstructure, the Y sleepers can also be bonded to a thermoplastic adhesive on an asphalt base layer on their contact surface on the underside of the sleepers.

From DE-OS 37 22 627 it is known to increase the transverse displacement resistance of Y steel sleepers in the ballast bed by welding crossbars under the sleepers.

From US Pat. No. 4,285,155 and DE-OS 28 06 128 it is known to screw steel sleepers onto U-shaped steel profiles, which in turn are cast in a substructure. This version requires precise laying of the sleepers, which is completely impossible in practice, for example, with curve radii. It is also necessary to wait for the concrete to harden before the sleepers are screwed together, because otherwise the U-profiles will be pulled out of the target position in the concrete due to the larger idle moment of the sleepers.

From DE-PS 12 75 081 it is known to store so-called two-block sleepers in trough-shaped recesses in a concrete substructure with the interposition of an elastomer material of closed-cell structure in the substructure and to slide the rails on the concrete sleeper itself by inserting a washer Grooved rubber to attach elastic to the threshold.

Finally, it is known from DE-OS 19 22 055 that continuous sleepers are also supported over the entire surface against the concrete substructure on a thick, elastic intermediate layer in such a way that the forces acting on the tracks are essentially both downwards and to the sides or can be transmitted exclusively through an elastic intermediate layer. The threshold can also be excellent humps are formed on the side, which rests in a recess of the concrete substructure with the interposition of the elastic intermediate layer. This layer should consist of plastic foam or a mixture of bituminous binders, minerals and rubber scrap and / or

Rubber latex exist. Optionally it is stated that the sleepers can also consist of steel or wood or plastic and the substructure can also consist of concrete or steel or plastic. Furthermore, it is optionally stated that the sleepers, the elastic intermediate layer and the substructure can, if necessary, be glued together. The lesson for the person skilled in the art from the invention is the arrangement of an elastic intermediate layer, as thick as possible according to the illustration given, between the threshold and substructure for damping the vibrations and noises, the corresponding lateral forces and downward forces only via this elastic layer be transmitted.

Ultimately, it is known from DE-OS 41 13 566 to lay duo-block sleepers or monoblock sleepers made of concrete on an asphalt base layer with a wide central shear force base. The channel for the transverse force base can be milled after an exactly leveled base layer has been created. This design does not offer a solution against the lifting shaft, but only against transverse displacement of the track grate.

In contrast, the invention is based on the problem of compensating not only for the lateral displacement forces acting laterally on the sleepers, but also the lifting shaft, ie forces resulting from the rail deflection which want to lift the sleepers, and an inexpensive, rapid laying method for all types of sleepers , especially for light sleepers made of steel or wood or similar materials, which can be used in such a structure. The problems are solved according to the invention by claims 1 and 8. Advantageous further developments of the invention are specified in the subclaims.

From track construction, the frequently occurring pumping effect, which can easily be observed in ballast beds, resulting from a tilting movement of the sleepers is known. In the case of a desired elastic movement of a train over the track today, the cause, a deflection of the rails, is inevitable. This rail deflection, resulting from the local wheel loads, results in a lifting shaft for the sleepers in front and behind. This is particularly noticeable when the track is made of concrete or asphalt mix on a solid substructure and there are light sleepers, e.g. made of wood, concrete or steel, for example in the form of trough sleepers, sleepers made of H-shaped steel profiles but also Y steel sleepers. The problem is not so serious with concrete sleepers if they are so heavy that the weight forces are higher than the lifting forces. The lifting forces can be, for example, approximately 5 kN when using a UIC 60 rail and a track grate with Y sleepers. However, this lifting force and the pumping effect largely depend on the type of rail, better its moment of inertia relative to the vertical load, the threshold distance and the threshold weight, the size of the rail support on the threshold, the rollover speed of the threshold and the elasticity of the base layer. This means that different designs of the superstructure have to be provided for the varying circumstances.

In practice, it has also already been proposed to weigh down such light sleepers by placing weights on them or, as in the prior art, to hold them down by means of special anchor bolts. The present invention now proposes another universally applicable fastening system for the sleepers on a solid base layer, in which profiles are arranged under the sole of the sleepers, which extend into the base layer and are glued to it.

For this purpose, it is proposed, inter alia, to provide the previously finished base layer or during the production thereof with one or more grooves, preferably in the area below the rails where the greatest lifting forces act on the threshold, and to insert profiles into these grooves which are then glued to the support layer on both sides within the grooves.

The base layer is preferably coated with a tool e.g. a cutter is grooved at the points where the profiles will later lie. The joint is cut larger than the cross-section of the profiles, for example by at least 20 mm wider, in order to obtain a sufficiently large recess for later grouting of the joint. The grooves are preferably milled into asphalt base layers because the stones present in the base layer are cut and these cut surfaces are intended to serve as adhesive surfaces for the adhesive to be applied. In the case of concrete base layers, an adhesive surface formed from cement or hydraulically bound inorganic materials is generally sufficient for this, so that a concrete base layer could be produced from the outset with a shaped groove. For this purpose, these adhesive surfaces should not be organic, e.g. Vegetable substances or asphalt or bitumen residues are wetted and also as free of water as possible in order to achieve good adhesion.

In particular, a flat steel profile to be welded under the sleepers is used as the profile. However, it is also possible to use differently shaped profiles, for example T-profiles, in the groove to provide a further positive and to obtain a positive connection after closing the joint with the adhesive.

Depending on the type of tie, these profiles can preferably be welded onto steel sleepers, but also without being screwed or riveted or glued without leaving the scope of the invention. The only important thing is the firm connection of the threshold with the profile and its sufficient protrusion from the threshold. In the case of concrete sleepers, the profiles can be cast in with appropriate holders during manufacture or using e.g. Push-through screws are firmly screwed to the threshold.

With Y-sleepers, profiles can be used which also serve as spacers for the adjacent H-profiles or double-T profiles which form a Y-threshold and which are welded under the sole of the threshold. These also replace spacers which are arranged between the profiles forming the threshold.

A pourable, hardening polymer adhesive is preferably used as the adhesive between the profile and the base layer. Such an adhesive is known, for example, under the trade name ICOSIT KC from SIKA-Chemie GmbH, as a potting material, in particular for tram rails. Such a two-component adhesive based on polyurethane or epoxy resin, which can be viewed on site and is adjustable by means of appropriate hardening agents, has good adhesion both with steel, for example with the profile made of flat steel, and with the rock of the base layer. In the fresh state it can be foamed by water or other means. For this reason, the cut surfaces of the joints should be free of organic agents and should not be wetted with water. Adhesives that have a high affinity for concrete or bitumen or other chemical binders, for example those that are added to concrete have, can also be used as an adhesive if they also provide sufficient adhesion to steel.

Tests have shown that such a connection between the base layer and the vertical adhesive surfaces of the profile withstands considerably higher forces than can be expected from the lifting shaft. Experiments carried out up to the point of fracture have shown that when the profiles are torn out of the groove, the structure of the concrete or asphalt base layer is regularly torn and not the connection point between the adhesive and the profiles and / or the groove wall. The lateral forces which are transferred from the profiles to the asphalt or concrete base course are sufficient if the profiles protrude at least 30 mm into the asphalt or concrete base layer. Depending on the application, in particular with heavy sleepers and / or low resulting lifting forces or lateral forces, it may be sufficient not to use every threshold with one or two profiles, but only every second or third threshold using a profile with the Glue base layer.

For reasons of easy casting, the sleepers are not fitted with a profile that covers the entire width of the sleepers, but two or more small pieces that are easier to cast around. The profiles may protrude laterally beyond the threshold. If necessary, the steel and / or the joint side surface is provided with a primer for better adhesion.

The test values presented up to the break were achieved after a very short curing time of a few hours. The result of this is that such a railway superstructure can be produced and used again in one working shift. In contrast to the prior art, in the railway superstructure according to the invention, no thick elastic underlays are attached under the sleeper, but only a thin adhesive layer or a thin foam layer, which smoothes out unevenness in the concrete or asphalt base layer because the sleepers to be laid out mass production have a smooth bottom surface and a thick layer can be achieved by the interposition of this thin layer. The actual elastic rail mounting takes place in the area under the rail or, if rib plates are used, underneath these rib plates, but in any case above the threshold. This has the great advantage that the resilient masses are lower and the entire threshold system cannot be dampened against vibrations.

The superstructure according to the invention can be easily manufactured using essentially the usual techniques for the manufacture of a road, e.g. by applying an asphalt mix or concrete surface. Then powerful milling machines, such as are used commercially in road construction, can cut grooves into the surface of the substructure, into which the prefabricated sleepers are then inserted so that the profiles get their desired position as centrally as possible in the previously cut grooves. The profiles are then cast with the adhesive prepared on site, for example the previously described polymer adhesive, or commercially available prefabricated containers are used for casting the grooves. If necessary, the sleeper compartments can then be filled with ballast or other sound-absorbing agents; At least in the case of an asphalt superstructure, the sun's radiation must be countered by a suitable cover which can also have a sound-absorbing effect.

The invention will be explained in more detail with the aid of the schematic sketch. The schematic figure shows half of the track on average. The railway superstructure consists of a base layer 1 made of asphalt mix, into which grooves 8 have been cut by a milling device. A steel sleeper 2 with welded flat steel profiles 7 is placed on the asphalt base layer 1 with the interposition of a thin compensating film 4 so that the profiles 7 are, for example, 10 mm thick in the middle in the approximately 60 mm wide joint. Due to the inserted leveling foil 4, the sole 9 can lie snugly on the asphalt base layer. Then the joint is cast with polymer adhesive 11, type Sika ICOSIT KC 330-U, so that the threshold is permanently connected to the asphalt base layer 1. The rails 3 can be fastened to the sleepers 2 with commercially available fastening means 5 with the interposition of a base 6 securing the elastic train travel. Ultimately, the sleeper compartments are filled with ballast 10, and to further increase the transverse displacement resistance, ballast can also be arranged in front of the sleepers 2. However, this ballast 10 arranged in front of the head primarily serves for further sound absorption, the vibrations possibly transmitted from the rails 3 to the threshold 2 and the sun protection of the base layer.

Claims

1. Positionally stable railway superstructure with rails (3) carrying sleepers on a solid asphalt or concrete base layer (1), sleepers (2) having at least one, parallel to the rails (3) below the sole (9) of the Thresholds and profile (7) extending downwards from this are firmly connected on the one hand and this profile (7) on the other hand is glued to the base layer (1) in a groove (8).

2. Railway superstructure according to claim 1, characterized in that a profile (7) in a groove (8) in the support layer (1) in the middle of the track or two profiles (7) in two grooves (8) in the region approximately below the rails (3) are arranged and the profile (7) is glued to the support layer (1) on both sides.

3. Railway superstructure according to claim 1 or 2, characterized in that the by means of cutting tool in the

Carrier layer (1) introduced groove (8) on its sides serving as adhesive surfaces sections that are not wetted with organic agents and / or water.

4. Railway superstructure according to one of claims 1 to 3, characterized in that the profile (7) is a steel profile, preferably a flat steel.

5. Railway superstructure according to one of claims 1 to 4, characterized in that between the rail (3) and threshold (2) an elastic, vibration-damping pad (6) and between the threshold (2) and the base layer (1) a leveling compensation layer (4) is arranged.

6. Railway superstructure according to one of claims 1 to 5, characterized in that the profile (7) as a spacer two adjacent, a Y-threshold forming, H-profiles welded under the sole (9) of the threshold (2) is.

7. Railway superstructure according to one of claims 1 to 6, characterized in that a pourable, hardening polymer adhesive is used as the adhesive (11).

8. A method for producing a positionally stable superstructure, in particular according to claims 1 to 7, characterized by the following method steps: producing a load-bearing base layer (1) from concrete or asphalt mix,

Introducing two grooves (8) into the surface of the base layer (1), prefabricating sleepers (2) with under the sole (9) excellent profiles (7) extending in the longitudinal direction of the rails, laying the sleepers (2) on the base layer (1) in such a way that the profiles (7) protrude into the grooves (8), - potting free spaces remaining in the grooves (8) at least the length of the profiles (7) with a prepared adhesive (11), if necessary covering them the superstructure (1) with sound-absorbing means (10).

Railway superstructure, characterized by individual or all new features or combinations of the disclosed features.