EP0742319A2 - Sound absorbing construction for railway track without ballast and slip form paver - Google Patents

Abstract

Track system for rail vehicles includes a pair of sound-absorbent side pieces (30, 30') to the rail bed, extending upwards and pref. to a level above the underside of the rail vehicle. The side pieces are mfd. from concrete or asphalt using sliding shuttering. Pref. the side pieces are cylindrically curved with a radius of curvature of 35-150 cm, more pref. 40-80 cm, partic. pref. 60 cm. An additional sound-absorbent coating (36) may be applied to the side pieces using sliding shuttering on the completed side piece. Also claimed is a process for mfr. of the side piece using a rail-bound sliding shuttering arrangement to apply a porous compsn. with about 30% pores.

Description

The invention relates to a sound absorber construction for a solid carriageway for track-bound vehicles.

Track-bound modes of transport are becoming increasingly important due to their environmental friendliness and the speed increase already achieved and still to be expected. With increasing frequency and above all with increasing speed, however, the noise pollution caused by rail traffic also increases.

From GB-A-2 236 343 a sound absorber construction for a solid carriageway for track-bound vehicles is known, comprising a continuous concrete cheek arranged on the side of the pair of rails, which extends beyond the rail level into an area to the side and above the underside of the vehicle. The concrete cheeks are each trough-like prefabricated elements into which the sleepers of the track grate are inserted. Manufacture and assembly of these voluminous and accordingly weighty finished parts is complex.

From DE-A-41 00 881 it is known to use the track grate in a ballast bed within a trough in turn made of prefabricated concrete parts. Sound absorption panels can be attached to the upper edges of the two side walls of the trough. In order to ensure easy handling of this soundproofing plate, these are comparatively thin-walled. However, noise protection suffers from this.

The invention has for its object to provide a sound absorber construction that is easy to manufacture with good sound insulation.

This object is achieved in that the soundproofing cheek is made of concrete or asphalt by means of slipform pavers. The soundproofing beam can thus be manufactured quickly and inexpensively and, if necessary, continuously according to the construction progress. Large cross-sectional dimensions with a correspondingly high sound absorption capacity can also be selected.

The sound absorber construction according to the invention thus leads to an effective reduction in driving noise level. The concrete cheek covers the area of the rail and wheel from the side, so that the direct sound path is interrupted. This dampens the transmission of the sound to the outside. In newer rail vehicles, the underbody of the vehicle is shifted downward over the wheel axles in order to obtain an extensive encapsulation of the wheels. Accordingly, it is sufficient if the soundproofing cheek protrudes 25 to 40 cm, preferably 30 to 35 cm, above the top of the rail in order thereby to encompass the vehicle partially and with a sufficient safety distance.

The soundproofing cheek is particularly preferably designed with a side surface that is concavely curved toward the rail and the impeller. This has the advantage that sound vibrations emitted by the rail and wheel are reflected back to a greater extent than are deflected laterally outwards, which in turn reduces the lateral sound radiation. The cheek can also be brought closer to the vehicle with a correspondingly curved vehicle, with a correspondingly reduced sound outlet gap between the cheek and the vehicle.

An essentially cylindrically curved side surface with a radius of curvature has proven advantageous here preferably between 35 and 150 cm, more preferably 40 to 80 cm, preferably about 60 cm.

According to a particularly preferred embodiment of the invention, it is provided that the soundproofing cheek is provided with a sound-absorbing covering at least on its side surface facing the rail and the impeller. The sound-absorbing covering reduces the sound level between the sound absorber and the vehicle. The sound intensity emitted from the side is reduced accordingly, as is the sound level perceptible in the vehicle itself. Many materials are suitable for the sound-absorbing covering, such as rigid foam materials or textile materials or rubber materials. The use of open-pore foam glass spheres, which are held together by open-pore binders, has proven to be particularly favorable. (Also porous building material, such as bulk concrete, comes into question, in which case the entire soundproofing cheek is particularly preferably produced from this building material, so that the production is accordingly simplified).

With such a material, the covering ceiling is preferably 8 to 10 cm, more preferably 6 to 8 cm.

Mechanical cheek protection for the sound-absorbing covering and weather protection is provided by a cheek head that protrudes from the upper longitudinal edge of the curved side surface in accordance with the thickness of the covering.

In order to further improve the sound absorption effect, it is proposed that the sound absorbing covering extend into the fastening area of the rail and preferably also in the area between the rails.

In order to achieve noise shielding on both sides, a continuous concrete cheek is preferably provided on both sides of a pair of rails. If two or more pairs of rails lying side by side, the two concrete cheeks between two successive pairs of rails can be designed as separate concrete cheeks, depending on the distance between the two pairs of rails, or can be integrated into a single concrete cheek, which is then formed on both sides with concave curved side surfaces. In the case of separate soundproof walls, the space between the two is preferably filled, preferably with floor material.

As a replacement for the previously customary separate cable channels on the side of the rails, it is proposed that at least one of the sound-absorbing cheeks be formed integrally with a cable receiving channel. This results in significantly reduced manufacturer and installation costs.

The sound insulation cheek can connect to a continuous support plate on the side. As an alternative, the soundproofing beam can also rest on the continuous support plate. Especially in the former case, the soundproofing beam is connected to the support plate via anchors.

Preferred drainage passages in the soundproofing cheek and / or on the continuous support plate ensure adequate drainage.

In order to significantly reduce the danger from the overhead contact line in the event of a catenary breakage, it is proposed that an earthed conductor be arranged on the soundproofing cheek, preferably on the cheek head. The conductor is preferably a lightning rod.

The sound-absorbing covering can also be applied to the previously made soundproofing beam using slipform pavers.

A bonded expanded glass granulate is preferred for the sound absorber. In addition, bound expanded clay granulate can also be used, as can bulk concrete.

The invention also relates to a method for producing a continuous soundproofing cheek of a fixed carriageway for track-bound vehicles arranged on the side of the rail, which is characterized in that the soundproofing cheek is manufactured by means of a preferably slipform paver which can be passed through rails, preferably subsequent to the production of a continuous support plate. The sound-absorbing covering can then be molded onto the soundproof wall using a slipform paver.

It has been found to be particularly advantageous for high noise protection to produce the entire soundproofing cheek from a porous building material with a pore volume fraction of 20% to 40%, preferably about 30%.

The soundproofing wall is particularly preferably made from a pile-like, cement-bound building material, preferably with a cement content of 150 kg to 300 kg cement / m ³ , more preferably 200 kg to 300 kg cement / m ³ and preferably with a grain size between 2 mm and 5 mm or between 4 mm and 8 mm.

In order to improve the cohesion of the building material after leaving the slipform paver and before the concrete portion has solidified, it is proposed to use a building material with a reduced water content of 35 to 45, preferably about 40 percent by weight based on the cement weight and / or with an addition of bentonite, microsilica and / or of water-soluble polymers, preferably polyethylene oxide.

The invention further relates to a slipform paver for the manufacture of buildings, in particular sound absorber constructions of the type described above, from porous building materials, in particular heap-like, cement-bound building materials. comprising a sliding formwork with two separate formwork parts, one of which forms a front section of the sliding formwork in the production direction and can be set in vibration by at least one vibrating device, and of which the other forms a rear section of the sliding circuit in the production direction and is mechanically decoupled from the front section that the vibrations of the front formwork part are essentially not transmitted to the rear formwork part.

The production of structures from porous building materials, in particular pebble-like building materials using slipform technology, was previously considered impossible. This is because, in the known slipform pavers, the compaction and shape adaptation to the slipforming is carried out with the help of internal vibrators and vibrating screeds which extend essentially over the entire surface. This allows building materials to be built in which are characterized by a steady grain line starting at zero and a low pore content in the range between 0% and 5% in the compacted state, since water pressure builds up in the pores when compacted by vibration, so that spread the vibrations from the internal vibrators over the entire cross-section. In the case of porous building materials, on the other hand, the vibrations are limited to the area around the internal vibrator, since the material with a high proportion of air pores around the vibrator is correspondingly flexible and therefore vibration-damping.

With the slipform paver according to the invention, it is possible for the first time to manufacture porous building materials, in particular heap-like, cement-bound building materials using slipforming technology. According to the invention, the entire front section of the sliding formwork is set in vibration, so that due to the large-scale attack of the vibrating force there is sufficient vibration of the material over a larger area of material and sufficient deformability and compression is guaranteed. However, this vibration of the material, at least over a substantial part of the cross-section, leads to the fact that the material is not sufficiently stable in itself when leaving the vibrating front section of the sliding formwork in order to maintain its impressed shape. The rear formwork part following the front vibrating formwork part according to the invention, which is decoupled from the vibrations of the front formwork part and thus does not vibrate itself, keeps the building material between them in the desired cross-sectional shape. The material calms down and the internal friction increases accordingly. When leaving the rear formwork part, the building material is sufficiently cohesive.

To achieve good compaction, it is installed in at least two layers, for which purpose at least two building material feeds are provided. This reduces the respective installation cross-section, which is accordingly easier to shape and compress through vibrations.

To implement these at least two building material feeds, a building material feed chamber can be provided in the area of the front formwork part, which is subdivided into subchambers by at least one transverse wall, the lower edges of the transverse walls increasing in the opposite direction to the production direction from the distance through the lower edges of the slipform have a defined sub-level. In order to inevitably press and compact the material into the form of the form during the forward movement of the sliding formwork, it is provided that the at least one transverse wall is bevelled in a lower region in the direction opposite to the production direction. It is further proposed to design the lower area so that its angle of inclination can be optionally adjusted so as to optimize the manufacturing process.

For additional compaction of the structure, in particular in the case of a structure tapering upwards, it is proposed that the front formwork part is preferably provided with a compaction element, preferably a tamper or vibrating plate, in a rear end region of the construction material supply chamber in the direction of production, preferably only for compaction an essentially horizontal narrow surface of the structure tapering upwards.

In order to achieve a uniform surface compaction with the aid of the compaction element, it is proposed that the locking element be preceded by a metering element, preferably a metering slide. The metering slide can be chamfered on its underside and adjustable in height and / or inclination.

A main frame and a formwork frame holding the formwork parts and carried by the main frame can be provided to hold the formwork parts.

In order to largely rule out the transmission of vibrations to the main frame and thus to the rear formwork part, it is proposed that the formwork parts be connected to the formwork frame via vibration dampers. The measure to connect the front formwork part with the rear formwork part via vibration-decoupling coupling elements, in particular rubber elements, is also used for this purpose, if necessary by sealing a joint that occurs between the formwork parts. These rubber elements can be rubber sleeves or the like. Via the coupling elements, the rear formwork part can be dragged from the front formwork part like a "drag formwork".

The main frame can be provided with at least two crawler tracks and at least four rail wheels provided with a wheel flange, the crawler tracks being designed to be height-adjustable relative to the rail wheels. By lowering the The paver, including the permanently installed rail wheels, is raised on the crawler tracks so that the paver can travel on the crawler tracks outside the rail area. By lifting the crawler tracks, the paver is supported only on the four rail wheels with wheel flanges and can thus be pulled on the rails. In this position, rail transport over long distances is possible.

A further development of the invention is characterized by a material distribution device with two conveyor belts, which convey the building material for the simultaneous production of two structures to building material receiving chambers spaced apart from one another transversely to the conveying direction. Thus, the simultaneous production of two structures is easily possible. Furthermore, it can be provided that a material distributor, preferably a swivel arm, is provided at the ends of the two conveyor belts on the side of the building material feed chamber for optionally distributing the material to the respective subchambers. This enables simple and easy adaptation to the respective requirements.

Fig. 1

eine vereinfachte Querschnittsdarstellung eines Eisenbahnoberbaus mit auf einer durchgehenden Tragplatte unmmittelbar montierten Schienen und mit seitlichen Schallabsorberwangen;

Fig. 2

eine Ansicht ähnlich Fig. 1, jedoch mit trogartig ausgebildeter durchgehender Tragplatte und ausgegossenem Gleisrost;

Fig. 3

eine Ansicht wiederum ähnlich den Fig. 1 und 2, jedoch mit zwei Schienenpaaren mit gesonderten Schwellen auf jeweils einer durchgehenden Tragplatte;

Fig. 4

einen stark vereinfachten Längsschnitt durch einen vorderen und einen hinteren Schalungsteil eines im übrigen nicht dargestellten Gleitschalungsfertigers entsprechend den Fig. 10 und 11;

Fig. 5-9

Querschnitte der Anordnung in Fig. 4 entlang der Linien V-V bis IX-IX;

Fig. 10

eine stark vereinfachte Seitenansicht des die Schalungsteile gemäß Fig. 4-9 einsetzenden Gleitschalungsfertigers;

Fig. 11

eine ebenfalls stark vereinfachte Querschnittsansicht des Gleitschalungsfertigers gemäß Fig. 10 im Schnitt nach Linie XI-XI;

Fig. 12

eine vereinfachte Draufsicht auf eine Materialverteileinrichtung sowie auf einen von dieser beschickten vorderen und hinteren Schalungsteil des Gleitschalungsfertigers gemäß Fig. 10 und 11 (Blickrichtungspfeil XII in Figur 11); und

Fig. 13

eine vergrößerte Schnittansicht des Details XIII in Fig. 12.

The invention is explained below using preferred exemplary embodiments. It shows:

Fig. 1

a simplified cross-sectional view of a railway superstructure with rails directly mounted on a continuous support plate and with lateral sound absorber cheeks;

Fig. 2

a view similar to Figure 1, but with a trough-shaped continuous support plate and poured track grate.

Fig. 3

a view again similar to Figures 1 and 2, but with two pairs of rails with separate sleepers on a continuous support plate.

Fig. 4

a greatly simplified longitudinal section through a front and a rear formwork part of an otherwise not shown slipform paver according to FIGS. 10 and 11;

Fig. 5-9

Cross sections of the arrangement in Figure 4 along lines VV to IX-IX;

Fig. 10

a greatly simplified side view of the slipform paver using the formwork parts according to FIGS. 4-9;

Fig. 11

a likewise greatly simplified cross-sectional view of the slipform paver according to FIG 10 in section along line XI-XI.

Fig. 12

a simplified plan view of a material distribution device and one of the front and rear formwork part of the slipform paver, which is fed by this, according to FIGS. 10 and 11 (arrow XII in FIG. 11); and

Fig. 13

an enlarged sectional view of detail XIII in Fig. 12th

1, the track superstructure is constructed in a conventional manner, namely from an HGT layer (hydraulically bound base layer) 10 on an anti-freeze layer 12 and a continuous support plate 14 applied to the HGT layer 10 using slip formwork technology with reinforcement indicated in FIG. 1 Longitudinal bars 16 and transverse bars 18. The two rails 20 are connected directly to the support plate 14, namely via a conventional fastening device (type IOARV 300), not shown, and with lateral support on inclined side surfaces 22 of a corresponding continuous recess in the support plate 14. The aforementioned fastening is already in itself known for connecting the rail 20 with a separate threshold.

In Fig. 1, left half is indicated by broken lines the outline of a wheel 24 rolling on the rail 20 and the outline of an associated vehicle of the newer type with the vehicle floor 28 pulled down below the wheel axle 26. This encapsulation of most of the undercarriage is already achieved a certain noise reduction. In order to also reduce noise emissions that come from the contact area between the rail 20 and the wheel 24, a soundproofing cheek 30 is now built up on the side of the support plate 14, preferably on both sides, which extends the said contact area between the rail 20 and wheel 24 laterally to the outside covers at least so far that at most a small amount of sound can penetrate directly between the soundproof wall 30 and the lower longitudinal edge 29 of the vehicle.

For this purpose, the approximately L-shaped soundproof cheek 30 in the cross section of FIG. 1 ends at a height distance a of about 35 cm above the top of the rails 20. In order not to collide with the vehicle, the cheek head 32 is laterally opposite the side wall 31 of the vehicle offset on the outside, possibly in adaptation to a lower curved edge area of the side wall 31. In any case, the soundproofing beam 30 does not penetrate into the predetermined so-called clearance profile, which must be kept free of internals for safety reasons (dash-dot-dot line 33 in FIG. 1) ).

The dewatering channel 64, indicated by dashed lines, serves to dewater the inner area that is laterally delimited by the soundproofing cheek 30.

The soundproofing cheek 30 has a side surface 34 which is concavely curved toward the rail 20 and towards the impeller 26 and which is preferably cylindrically curved with a radius of curvature b of preferably approximately 60 cm. On this side surface 34 is a sound-absorbing covering 36 applied with a covering thickness c of preferably 6 to 8 cm. Said cheek head 32 adjoins the upper longitudinal edge of the side surface 34 and projects over the side surface 34 in accordance with the covering thickness c. This projection thus covers the covering 36 upwards in order to protect the covering 36 from the weather and mechanical damage.

The opposite side surface 38 is slightly inclined with respect to the vertical plane. In the region of the lower longitudinal edge of the side surface 38, a cable receiving channel 40 can be integrally formed, in particular by shaping a correspondingly L-shaped cross-section. The cable duct 40 serves to accommodate the usual supply and control lines 42 running along the rail paths. After the cables have been laid, the cable duct 40 is closed by a suitable cover 44.

A further soundproofing cheek 30 'is indicated on the right in FIG. 1. This serves simultaneously for sound insulation in the area of the track pair shown, as well as for sound insulation in the area of a track pair, not shown, which adjoins on the right in FIG. 1. Due to the corresponding small transverse distance between the two pairs of tracks, the soundproofing cheek 30 'is formed on both sides with the concavely curved side surface 34', each provided with the corresponding covering 36 '.

As far as the sound-absorbing covering 36 is concerned, it can, as shown in FIG. 1, extend beyond the respective end of the side surface 34 into the area of the rail fastening of the support plate 14. For this purpose, the respective side surface 34 merges into a corresponding contact surface 46 of the continuous support plate 14.

The sound-absorbing covering 34 can also be applied between the rail fastening areas on the continuous support plate 14, as can also be seen from FIG. 1.

For the sound-absorbing covering, a variety of materials come into question, such as. B. bulk concrete or bound expanded clay granulate.

After the support plate 14 has been produced with the aid of an appropriate slipform paver, the side walls 30 and 30 'are produced, preferably with the aid of a corresponding slipform paver, as will be described below with reference to FIGS. 4-13.

As indicated on the left in FIG. 1, the cable receiving channel 40 can also be formed simultaneously with the side cheek 30. According to FIG. 1 on the left, the soundproofing cheek can be built onto the prefabricated support plate 14 immediately laterally on the HGT layer 10. In order to ensure the cohesion of the support plate 14 and soundproofing cheek 30, both components can be connected to one another by means of conventional anchors 47 in the area of the vertical separation joint 52.

According to FIG. 1 on the right, the soundproofing cheek 30 'can alternatively also be constructed on the support plate 14 which is correspondingly wider to be produced, so that a horizontal parting line results.

The described construction, on the one hand, prevents direct sound radiation of the sound generated in the area of the rail 20 and wheel 24 laterally outwards. On the other hand, the sound-absorbing covering ensures that high noise levels do not even occur between the underside of the vehicle and the track superstructure, which in turn ensures a significant reduction in noise both on the side of the railroad and in the respective vehicle. The manufacturing costs for the sound absorber are low, especially if slipform pavers for the production of the respective side cheek and, if necessary, also subsequently for the production of the sound-absorbing covering. These pavers can run on the carrier plate that has already been manufactured, if necessary using appropriate track bogies. It is then not necessary to provide a lane on the HGT layer 10 or the subgrade next to the support plate and the soundproofing beam for the corresponding chassis of the paver.

FIG. 2 again shows a simplified sectional view of a sound absorber construction similar to FIG. 1, but only for a single pair of rails and with a trough-like continuous support plate (corresponding to European patent specification 0 379 148 D1). Components which correspond to those in FIG. 1 in terms of their function are provided with the same reference numbers, but with the number 100 increasing.

On the HGT layer 110, one can see the trough-shaped, continuous support plate 114 including reinforcement made of cross bars 118 and longitudinal bars 116. After appropriate adjustment, a track grate made of sleepers 160 and the two rails 120 with pouring concrete 162 is cast into the trough-shaped support plate 114. A soundproofing cheek 130 is formed on both sides of the support plate 114 and laterally afterwards (corresponding to FIG. 1, left half). Both side walls are in turn provided with sound-absorbing covering 134. Anchors 147 ensure the mutual connection of support plate 114 and side wall 130.

The drainage of the area between the sound absorption cheeks 130 is shown in FIG. 2 by the dewatering channels 164 indicated by the broken lines, which lead laterally outwards from the level above the pouring concrete 162.

Fig. 3 shows a further variant with two pairs of tracks and sleepers resting on a continuous support plate and supporting the rails. Components that function according to those in 2 and FIG. 1 correspond, are provided with the same reference numerals, but increased by the number 100 and 200 respectively.

The sleepers thus designated with 260 are fastened in the area of their longitudinal center with a fastening device 270 (not shown in detail) to the continuous support plate 214 previously produced. They carry the two rails 220 on which the wheels 224 of the vehicle 231 indicated in outline roll. The wheels 224 only protrude slightly below the underside 272 of the vehicle 231. In Fig. 3 on the left with the line 233 the clearance profile is also indicated.

Due to the comparatively greater distance between the two pairs of rails, the double-sided soundproofing beam 30 'according to FIG. 1 on the right is replaced by two separate soundproofing beams 230. These correspond in structure to the external soundproofing beam. The space between the two inner soundproof walls 230 is filled, in particular with floor material 274, in order to ensure an essentially smooth, continuous surface.

The continuous support plate can also be an asphalt plate, just as the soundproofing beam can be formed not only from reinforced concrete, if necessary, but also from asphalt or similar material. Under certain circumstances, the soundproofing covering can also be omitted.

The production of a soundproofing beam 300 with the aid of a special slipform paver 302 is explained below with reference to FIGS. 4-13. This is suitable for the installation of porous building materials, especially aggregate-like cement-bound building materials, which are characterized by their particularly high sound absorption capacity. These are building materials with a high proportion of pores, in particular 20% to 40%, preferably about 30%. Such a high proportion of pores is easily achieved by a special grain size, namely by a grain with a small diameter variation, in particular of ± 1 mm. A mean grain size of 4 mm (= grain size 3/5 mm), ie with a maximum grain size of 5 mm and without grain parts below 3 mm in diameter, is particularly preferred. Other possible grain sizes are 3/6 mm or 4/6 mm. Under certain circumstances, a slightly larger range of variation is possible, for example 2/5 mm or 4/8 mm. What is essential is a small proportion of fine aggregate (with a size of 0 to 2 mm diameter). Sufficient cohesion of this high-pore material is obtained when using 200 kg to 300 kg cement / m ³ in the end product. Such "pile-like" building materials have less internal friction and cohesion than normal concrete due to the large proportion of pores. In many cases, without additional measures, the basic strength of this building material is not sufficient to maintain its shape after exiting the sliding formwork. To increase the internal cohesion, the water content can be reduced, in particular to 40% by weight based on the cement content. Stabilizing additives such as bentonite, microsilica and water-soluble polymers (e.g. polyethylene oxide or latex) can be added.

Such building material cannot be processed with conventional slipform pavers, since this building material cannot be compacted with internal vibrators due to the high proportion of pores and the reduced cohesion. In the slipform paver according to the invention described below, sufficient compaction is achieved, on the one hand, by placing the slipform 304 itself, more precisely a front formwork part 306, in total shaking motion (with the aid of shaking devices 308 indicated in FIGS. 5-7, 11). In a rear formwork part 310 towed by the formwork part 306, with a cross section corresponding to the initial cross section (FIG. 7) of the front formwork part 306 (FIG. 8), the material, which initially vibrates, comes to rest. The inner friction of the building material, which is significantly reduced in the event of vibration (fluidization effect), increases accordingly, so that the building material emerging from the front formwork part 310 maintains its shape (FIG. 9).

To further improve the construction quality, the building material is installed in two layers. For this purpose, a building material supply chamber which widens upwards in the manner of a funnel is divided by a transverse wall 314, the lower edge 316 of which is at a distance a defining the thickness of the first layer from the surface 318 of the substrate 320. In order to automatically compress the material between the lower edge 316 and the substrate 320 during the forward movement (production direction A) due to the frictional entrainment of the heap-like building material 322, the transverse wall 314 is beveled with its lower edge region 314a in the direction opposite to direction A, in particular rounded. In a manner not shown, the inclination of the lower edge region 314a can be adjustable relative to the vertical direction for optional adaptation to the respective conditions, in particular to the consistency of the building material used in each case.

The transverse wall 314 therefore divides the building material supply chamber 312 into a front partial chamber 312a and a rear partial chamber 312b. Building materials are supplied to both chambers via the material distribution device 380, which will be explained below with reference to FIG. 12. Therefore, another layer 322b is automatically used up on the layer 322a leaving the front partial chamber 312a by correspondingly advancing the building material 322 of the rear partial chamber 312b, and is fed to the outlet end 326 of the rear formwork part 310 in accordance with the forward movement of the slipform paver 302 in direction A.

By appropriately shaping the two side walls 328 and 330 of the front formwork part 306, the cross section of the front formwork part 306 in the direction of the outlet end 326 becomes increasingly the desired, final cross-sectional shape Sound insulation cheek 300 approximated (see Fig. 5-7 and 9). The cross section of the soundproof cheek 300 tapers upwards in order to end in a horizontal narrow surface 332. This surface is formed by a ceiling wall 334 connecting the two side walls 328 and 330 in the region of the outlet end 326.

The front ceiling wall 334 (i.e. in direction A) is arranged with a compression device in the form of a ram 336 which can be moved vertically up and down. This in turn is preceded by a metering slide 338, which is located at the rear end in relation to the direction A of the building material supply chamber 312 which is expanded in a funnel-like manner (more precisely the rear partial chamber 312b). The metering slide is vertically movable in a manner not shown; its underside can be bevelled; it can be designed to be adjustable in height and / or incline in order to ensure a finely metered supply of material into the all-round closed end region 340 of the front formwork part 306.

The rear formwork part 310 is connected to the front formwork part 306 via coupling elements in the form of rubber elements 342 shown in more detail in FIG. 13. In each case one of these rubber elements (rubber sleeves) 342 connects one of the side walls 328 (or 330) of the front formwork part 306 with its associated side wall 344 (or 346) of the rear formwork part 310. To fix the rubber element 342, the corresponding side walls z. B. 328 and 344 shown in FIG. 13 formed retaining profile rails 348 in corresponding vertical grooves 350 on the outer side 352 of the rubber element 342 facing away from the building material 322. The inner side 354 of the respective rubber element 342 is flush with the respective inner side 356 or 358 of the side wall 328 or 344. The rubber element 342, which is made of rubber or similar flexible material, transmits essentially no vibration from the front formwork part 306 to the rear formwork part 310 the two formwork parts 306 and 310 formed Joints on both sides of the building material 322 are sealed by the two rubber elements 342.

The two side walls 344 and 346 of the rear formwork part 310 can be connected to one another by means of crossbars 360 indicated in FIGS. 4 and 8. In addition, the rear formwork part 310 is open at the top, so that the narrow surface 332 can still be reworked by hand if necessary. In addition, early quality control of the soundproofing beam 300 is possible.

As can be seen in FIGS. 4-11, the soundproofing cheek 330 is formed laterally on a continuous support plate 362, resting on an HGT layer 364. Accordingly, the left side wall 330 and 346 of the two formwork parts in FIGS. 5-8 ends 306 and 310 in the area of the corresponding edge 366 of the support plate 362. The soundproof cheek 300 has an approximately L-shape with a horizontal leg ending on the support plate 362. The inner region of the L cross-sectional shape is preferably curved approximately inwards in a cylindrical manner. The circular arc essentially ends in the edge 366 (see also FIG. 11).

The general structure of the slipform paver 302 is shown in FIGS. 10 and 11. A chassis frame 368 can be seen, each with a caterpillar track 370 on the side in the exemplary embodiment shown and at least four rail wheels 372 with a flange. In normal operation, the slipform paver 302 travels with the crawler tracks 370 on the rails 374, which are anchored in associated recesses 376 of the support plate 362 via fastening means, not shown. As indicated in Fig. 11, the rail wheels 372 with their flanges are used only for directional control. The crawler tracks 370 can be adjusted in height in a manner not shown relative to the rail wheels 372. By lowering the crawler tracks 370, the rail wheels 372 disengage from the rails 374, so that the slipform paver 302 outside the Rail area on the crawler tracks 370 can drive. By lifting the crawler tracks 370, on the other hand, it is achieved that the slipform paver 302 is supported on the rails 374 exclusively via the four rail running wheels 372 and can thus be pulled on the rails. In this position, transport over longer distances is possible.

This mode of operation enables the generally very precisely adjusted rails 374 to be used as a reference for the height and lateral position of the noise barriers to be installed in the form of the noise barriers 300. In principle, it appears that it is possible to manufacture the soundproof cheeks 300 independently of a continuous support plate 362 that has already been installed; the track grate can also be installed in a conventional ballast bed, whereupon the soundproofing cheeks are manufactured on correspondingly leveled lateral edge strips. The soundproofing cheeks 300 can easily be made so high that they protrude beyond the underside of the rail vehicles for effective noise control, as has already been explained with reference to FIGS. 1-3. The manufacturing costs are low at a high manufacturing speed, especially since the slipform paver 302 can be used to manufacture two lateral noise barriers 300 at the same time.

For this purpose, the slipform paver 302, as indicated in FIG. 11, is formed on both sides with a slipform 304 each consisting of a front formwork part 306 and a rear formwork part 310.

The uniform supply of the building material 322, for example with the aid of a front feeder indicated in FIG. 10, takes place via a common material distribution device 380 from two transversely oriented conveyor belts 382a and 382b, each conveying to the outside, below a flat material hopper 384.Central via both conveyor belts 382a and b supplied building material is distributed by a distributor wedge 386 to both conveyor belts 382a and b.

A swivel arm 388 with a vertical axis of rotation 390 is provided at the respective discharge end of the conveyor belts 382a and b, which can be pivoted alternately in the direction of the double arrow B from its pure transverse position shown in FIG. 12 by adjusting means (not shown). When pivoting clockwise in FIG. 12, building material is increasingly supplied to the front subchamber 312a or, when pivoting counterclockwise, preferably to the rear subchamber 312b. In this way, a desired distribution of the building material over the two subchambers 312a and 312b can be set easily.

Regarding the general structure of paver 302 according to the rough schematic representation, in particular in FIGS. 10 and 11, it must also be added that an optionally height-adjustable main frame 392 is held on chassis frame 368. The main frame 392 in turn carries the material distribution device 380 already described. It also carries at least one formwork frame 394 on both sides. On the formwork frame, on the one hand, the two swivel arms 388 are held via corresponding bearing forks 396; on the other hand, they carry the two sliding formworks 304 on both sides of the paver 302, wherein coupling elements 398 indicated in FIG. 11 can be interposed for vibration decoupling, in particular in the form of springs or rubber elements. The main frame 392 is connected to the two formwork frames 394 by inclined connecting bars 400 indicated in FIG. 11. In this way, the main frame 392 is kept free from the vibrations generated by the vibrators 308. In addition, vibration transmission to the rear formwork part 310 is also avoided, provided that the rear formwork part is also held on the formwork frame 394 in a manner not shown (in addition to the coupling via the coupling elements 342), preferably also via vibration-damping coupling elements.

As already stated above, the soundproofing beam (or the two soundproofing beams) can also be manufactured on the side of a conventional ballast bed with track grating, although production at the same time or subsequent to the production of a continuous support plate (also with slipform paver) is particularly preferred. A large number of cross-sectional shapes are possible for the soundproofing cheek, and additional elements, such as a cable duct 40 (see FIG. 1), can also be molded on. Since the material (bulk concrete) of the soundproofing beam itself is sound-absorbing, there is usually no need to apply an additional sound-absorbing layer.

Claims (27)

Sound absorber construction for a carriageway, preferably a fixed carriageway for track-bound vehicles, comprising a continuous soundproofing cheek (30; 30 ';130; 230) arranged on the side of the pair of rails, in particular concrete cheek that extends upward beyond the rail level, preferably to an area to the side and above the underside of the vehicle, characterized in
that the soundproofing cheek (30; 30 ';130; 230) is made of concrete or asphalt using a slip switch paver. Sound absorber construction according to claim 1, characterized in that the curved side surface (34) is essentially cylindrically curved with a radius of curvature (b) preferably between 35 and 150 cm, more preferably 40 to 80 cm, most preferably approximately 60 cm. Sound absorber construction according to one of the preceding claims, characterized in that the soundproofing cheek (30 ') running between the pairs of tracks is formed on both sides with concave curved side surfaces (34'). Sound absorber construction according to one of the preceding claims, characterized in that at least one (30) of the sound protection cheeks (30, 30 ') is formed integrally with a cable receiving channel (40). Sound absorber construction according to one of the preceding claims, characterized in that the noise protection cheek (30) is laterally connected to a continuous support plate (14). Sound absorber construction according to one of claims 1 to 4, characterized in that the soundproofing cheek (30 ') rests on a continuous support plate (14). Sound absorber construction according to claim 5 or 6, characterized in that the soundproofing cheek (30) is connected to the support plate (14) via at least one anchor (47). Sound absorber construction according to one of the preceding claims, characterized in that an earthed conductor is arranged on the soundproofing cheek (230), preferably on the cheek head (232). Sound absorber construction according to claim 8, characterized in that the conductor is formed by a lightning conductor wire (276). Sound absorber construction according to one of the preceding claims, characterized in that a sound absorbing covering (36) is applied to the soundproofing cheek (30) previously produced by means of slipform pavers. Process for the production of a continuous soundproofing cheek (30) of a carriageway for track-bound vehicles arranged to the side of a pair of rails, characterized in that the soundproofing cheek (30) is manufactured with a preferably formwork slipform paver, preferably following the manufacture of a continuous support plate (14) as a solid carriageway . Method according to Claim 11, characterized in that a sound-absorbing covering (36) is then molded onto the soundproofing cheek (30) by means of slipform pavers. A method according to claim 11 or 12, characterized in that the soundproofing cheeks are made of porous building material with a pore volume fraction of 20% to 40%, preferably about 30%. A method according to claim 13, characterized in that the soundproofing cheek is made from pebble-like, cement-bound building material, preferably with a cement content of 150 kg to 350 kg cement / m ³ or 200% to 300 kg cement / m ³ and preferably with a grain content between 2 mm and 5 mm or between 4 mm and 8 mm. A method according to claim 14, characterized in that a building material with a reduced water content of 35 to 45, preferably about 40 weight percent based on the cement weight and / or with an addition of bentonite, microsilica, and / or of water-soluble polymers, preferably polyethylene oxide . Slipform paver (302) for manufacturing structures, in particular sound absorber constructions according to one of claims 1 to 10, from porous building materials, in particular heap-like, cement-bound building materials, comprising a sliding formwork (304) with two separate formwork parts (306, 310), one of which (306 ) forms a front section of the sliding formwork (304) in the production direction and can be set in vibration by at least one vibrating device (308), and of which the other (310) forms a rear section of the sliding formwork (304) in the production direction (A) and from the front Section is mechanically decoupled such that the vibrations of the front formwork part (306) are essentially not transmitted to the rear formwork part (310). Slipform paver according to Claim 16, characterized in that at least two building material feeds are provided, which follow one another in the production direction (A) Install one layer of building material (322a, 322b) at a time. Slipform paver according to Claim 17, characterized by a preferably building material supply chamber (312) which widens upwards in the manner of a funnel in the region of the front formwork part (306) and is divided into subchambers (312a, 312b) by at least one transverse wall (314), the lower ones Have edges (316) of the transverse walls (314) in the direction (304) opposite to the manufacturing direction (A) increasing distance from the sub-level (318) defined by the lower edges of the sliding formwork. Slipform paver according to Claim 18, characterized in that the at least one transverse wall (314) in a lower region is bevelled in the direction opposite to the production direction (A), preferably with an optionally adjustable inclination angle of the lower region. Slipform paver according to one of Claims 16 to 19, characterized in that the front formwork part (306) is preferably provided with a compression element, preferably a tamper (336) or vibrating plate, preferably in a rear end region of the building material supply chamber (312) in the production direction only an essentially horizontal narrow surface (332) of the structure tapering upwards. Slipform paver according to claim 20, characterized in that the compacting element is preceded by a metering element, preferably a metering slide (338). Slipform paver according to one of claims 16 to 21, characterized by a main frame (392) and at least one formwork frame (394) on which at least the front formwork part (306) is held. Slipform paver according to Claim 22, characterized in that the formwork parts (306, 310) are connected to the formwork frame (394) via vibration dampers (398). Slipform paver according to one of Claims 16 to 23, characterized in that the front formwork part (306) is connected to the rear formwork part (310) via vibration-decoupling coupling elements, in particular rubber elements (342). Slipform paver according to one of claims 16 to 24, characterized in that the main frame (392) is provided with at least two crawler tracks (370) and at least four rail wheels (372) provided with a flange, the crawler tracks (370) relative to the rail wheels (372 ) are height adjustable. Slipform paver according to one of Claims 16 to 25, characterized by a material distribution device (380) with two conveyor belts (382a, 382b) which convey the building material to building material receiving chambers (312) spaced apart from one another transversely to the conveying direction (A) for the simultaneous production of two structures. Slipform paver according to Claim 26, characterized in that a material distributor, preferably a swivel arm (388), is provided at the ends of the two conveyor belts (382a, 382b) at the building material feed chamber for optionally distributing the material to the respective subchambers (312a, 312b).

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