EP0945547A1 - Sound insulation for railway tracks - Google Patents

Abstract

The damper (10) outer surface (12) has a recessed structure (14). Over this, a taut covering (20) forms closed cavities (22).

Description

The invention relates to a device for damping of sound emissions with at least one of the Damping body assigned to the sound emission source.

Increasing traffic density in rail traffic and cause ever higher speeds of the trains an ever higher sound level in ever shorter ones Intervals. Especially the residents at or accept less and less in the vicinity of railway lines these rail traffic noises that are considered distracting Noise felt especially at night become. Especially freight trains traveling at night old design cause a noise level of up to 100 dB (A) and more can be enough and as unbearable Noise pollution is felt. Furthermore must be considered that the number of Trains per unit time significantly in the past increased and currently continues to increase. It is also notice that the speed easier trains yourself in recent years Hourly traffic from approx. 80 km / h to 120 km / h and increased more.

According to the VDI sound engineering paperback, these are Immission limits for construction or the essential Changes to public roads and railways for core, village and mixed areas to 64 dB (A) during the day and limited to 54 dB (A) at night.

So there are noise protection measures both for the construction of new railways as well as existing ones Railways to be carried out as necessary Measures.

In the field of rail construction have been for a long time track bodies provided with stone gravel are common which the rails on wooden and / or concrete sleepers are mounted. One with a ballast bed Track structure of this type reduces the Train traffic noise of 3 to 4 dB (A). At train speeds of 120 to 250 km / h the reduction in sound level is approx. 4 dB (A).

IR and ICE trains at higher speeds (today from 200 to 300 km / h) require fixed lanes, which are usually made of concrete. However, these firm roads do not have the positive ones Sound absorption properties of a ballast bed and are consequently higher at 3 to 5 dB (A) in sound radiation.

Measures to dampen noise emissions must thus both for a track structure with a ballast bed as well as for a track construction with a solid track be usable.

On the fixed lane you only get one sound-absorbing covering a reduction in Sound radiation. There are already several Systems have been proposed, such as filling with Substrate and grassland, sound absorption stones and filling with loose sound insulation materials.

Damping measures when a ballast bed is present must assume that by hanging up a sound absorbing material on the ballast bed it partly its own sound absorbing Loses effect. This is also the reason see that soundproof walls next to the track bodies be attached. These soundproof walls will be but both by the population and by the Passengers found it uncomfortable because of the obstructing the view and being disturbing in the landscape be felt.

Accordingly, the object of the invention is these unsatisfactory noise protection measures in Improve rail transport, taking noise protection measures both for using a track body Ballast bed as well as for a track body with fixed Roadway can be applied.

To solve this problem, a device and the use of this device on or proposed in track systems that at least has a damping body. The damping body is so used in and / or on the track bed that exposed, exposed to the climatic conditions Areas result. Its surface structure is designed in such a way that the same wells having. These deepenings are marked by a Cover closed, that closed underneath Cavities result. Now act on sound waves the cover, penetrate it and get into the cavities in which the sound "runs dead". Furthermore, the cover and / or the Sound absorbing body. Preferably the cover has a smooth surface so that this cover can be easily cleaned respectively is self-cleaning.

The cover essentially shields the depressions completely dependent on external influences. she protects the wells against dirt and is clogged by dust, leaves, flowers, Water, snow, etc.

It has also proven to be advantageous Form cover as a film. Preferably the film is a copolymer-based (polystyrene) Foil. This is made on a copolymer basis Polystyrene film has significant advantages compared to a normal polystyrene film. she owns very high tensile strength and puncture resistance, it is very flexible and UV-resistant. By storing appropriate color components it is possible to film the particular circumstances and adapt wishes.

It is advantageous to use the copolymer film and the To connect the damping body intimately, preferably to be welded or glued.

The depressions in the damping body can be different Way are generated. So is a mechanical treatment of the surface of the Damping body possible. One more way an impression process is used to produce the depressions. Here are the wells by printing a corresponding surface of a Generated negative form. It is also possible to provide a material that is open-pored Has surface structure. So there are curing Plastic foams, gas concrete, etc. that Form open pores on their surface.

It has proven to be advantageous to use a closed-cell rigid foam of high density, wherein at least one surface is treated in such a way that there are depressions. Expandable polystyrene is the preferred material for this, as can PP foam (polypropylene), PE foam (polyethylene), PUR foam (polyurethane), MH foam (melamine resin) and PVC foam (polyvinyl chloride) will. In series of tests, materials have proven to have a density greater than 30 kg / m ³ , preferably greater than 60 kg / m ³ to 70 kg / m ³ and higher. The high density of the damping body causes the greatest possible absorption of sound (swallowing the sound waves) inside this body. Depending on the applications and the frequency range of the sound level to be damped, the surface of the damping body is provided with correspondingly soundproofed recesses which are connected to a corresponding cover.

One uses both for the damping body as also for the film polystyrene essential advantage that the composite body that forms is recyclable together.

Another advantage arises from the fact that System copolymer film and polystyrene damping body practically not rot. So are after for many years the very good sound absorbing Expected properties of the system. Through the Use of rigid foams and the copolymer film the damping system can be essentially damage free be entered. Besides, that is Flame retardant system.

Furthermore, it has proven to be advantageous several layers of damping body with attached cover to put on each other in sandwich construction. The damping body as well as the cover can have materials of different densities.

The damping body is preferably designed as a molded part, so that he has different circumstances is adjusted. A molded part can be produced in this way as a damping body at least one outside of a Track is assigned. The molding has one Height that is at least the height of the axis of the wheels the train carriage corresponds. At least that of the track facing exposed areas of the molded part are provided with the cover. Several molded parts can be connected so that they a continuous one according to the course of the track train low noise insulation. The so molded parts on the side act as low, soundproofing wall that does not impair visibility, by taking the wheels and the Reflect the outgoing track sound and partly steam. The molded parts can, for example, in Cross-section have an L-shape.

With a track body with a solid carriageway is inside of the space enclosed by the tracks to take a sound absorbing measure. This measure is also for a track body Ballast bed provided. Hereby the positive Properties of the construction with a ballast bed partly reinforced. This is achieved that the damping body as one, preferably in substantially flat plate is formed. This Plate can be made in one piece (in cross section seen the track bed) as well as from several Sheets or molded parts that are connected together will be built up. At least that of the surrounding area, so the climatic conditions, facing areas the plate, here called exposed areas, are provided with the cover. The plate is placed in the track bed. Through sound engineering Experiments have shown that it it makes sense to the damping body up to the top edge of the rail head. It has turned out to be even more effective if the plate extends over the height of the track. Very good damping properties result itself when the plate is close to the inside of the Rails released by the flanges the wheels of the rail vehicle required Room (seen in cross section) are pressed.

Figur 1a

ein schematisch dargestellter Schnitt durch ein Teil eines Dämpfungskörpers mit aufgebrachter Abdeckung,

Figur 1b

eine schematische perspektivische Darstellung nach Figur 1a einer bevorzugten Ausführungsform,

Figur 2a

eine Diagrammdarstellung zur Bestimmung des Schallabsorbtionsgrades α nach DIN 52215 nach dem Stand der Technik und

Figur 2b

dieselbe Messung wie nach Figur 3a mit dem neuen schalldämpfenden System.

Figur 3a

eine Schnittdarstellung eines schalldämpfenden Systems für Schotterbett und feste Fahrbahn,

Figur 3b

eine Darstellung nach Figur 2a in perspektivischer Darstellung mit einem Befestigungssystem.

In order to further improve the damping effect, molded parts, preferably with an essentially L-shaped cross section, are also provided on the outer sides of the tracks. These molded parts are attached symmetrically with respect to a central axis running between the tracks, so that only the structure of a molded part is described below. Here, the molded part has a substantially flat area that directly adjoins the outside of the track. This flat area has essentially the same height as the slab or the track. The flat area is adjoined by an area running upwards on an incline. Both the flat area and the area running upward are covered with the copolymer film. The plate and the L-shaped molded part are installed in a substructure intended for laying the track. In the case of a concrete trough or fixed carriageway, for example, they lie directly on the sleepers and possibly raised outside areas of the concrete trough or fixed carriageway. In a substructure formed by the ballast bed and a correspondingly compacted soil, the plate and the L-shaped molded part rest on the sleepers and the correspondingly leveled ballast. Additional effects result if additional insulation materials, preferably elasticized polystyrene plates, are attached under this substructure. The effect of these panels is similar to that of "impact sound insulation" in the construction sector. In this way, vibration emissions and the structure-borne noise emitted by the rail vehicle and the tracks, which arise or arise when the tracks are driven on, can be dampened or discharged into the ground. Further advantageous embodiments of the invention result from the subclaims. The drawings illustrate the invention on the basis of exemplary embodiments, namely:

Figure 1a

2 shows a schematically illustrated section through part of a damping body with an applied cover,

Figure 1b

2 shows a schematic perspective illustration according to FIG. 1a of a preferred embodiment,

Figure 2a

a diagram for determining the sound absorption level α according to DIN 52215 according to the prior art and

Figure 2b

the same measurement as in Figure 3a with the new sound absorbing system.

Figure 3a

1 shows a sectional illustration of a sound-absorbing system for ballast bed and solid carriageway,

Figure 3b

a representation of Figure 2a in perspective with a fastening system.

Figure 1a shows a schematically shown Damping body 10. In its exposed area 12 it has several depressions 14. However, it is also possible that the damping body 10 on all outer surfaces 16 has depressions 14. In Figure 1 there are different types of recesses shown. They are also symmetrical arranged wells 14, the same Have shape, can be trained. In test series it has proven to be advantageous as a damping body material a high density material to use. Polystyrene is particularly suitable (EPS). This polystyrene has a closed cell Building on so that at a relative light body reaches a high density can be.

It has proven to be beneficial if the outer surface sections connecting the depressions 14 18 are on one level. Farther it is possible to build the closed cell of the damping body 10 on the surface easily break up so that a rough surface is created.

The depressions 14 can be different Procedure can be achieved. So on the one hand is a mechanical one Removal of the appropriate material for Training of the wells 14 possible. On the other hand can already the recesses 14 at the production of a molded part by printing an Negative form can be achieved.

A preferred embodiment is shown in FIG. 1b of the damping body 10 shown. Here are same components with the same reference numerals as provided in Figure 1a.

The depressions 14 are preferably grid-like square or another structured Image on (seen in top view). The outer surface sections 18 are essentially again on one level. The depressions 14 are like this trained to be a substantially cuboid Has shape. The outer surface sections 18 form 14 pillars with the walls of the recesses 17 out.

It is possible to have the surface of the depressions 14 or the outer surface sections 18 somewhat roughen so that a larger surface is created. This can also be achieved in that the essentially closed cell structure of the Damping body 10 by appropriate manufacturing or way Machining processes on the surface is broken up.

In tests, it has been found that the essentially cuboid formation of the Wells 14 are advantageous on the sound absorption level of the damping body 10 affects.

To this sound absorption properties of the damping body 10 still to increase, the recesses 14 and the surface sections 18 with a Cover 20 provided (see Figures 1a, 1b).

The cover 20 lies flush on the Support pillars 17 (see Figure 1b). Through series of tests has a copolymer-based one in particular manufactured polystyrene film (PS) proven. In addition to the properties already listed, the Copolymer film hygienically, chemically neutral as well to dispose of in an environmentally friendly manner.

However, there are other materials for the cover possible that have roughly the same material properties how the copolymer film should have. So a cover is also conceivable as in substantially thin plate is formed, for example made of aluminum or another material, this plate being tight on the damping body 10 rests and the recesses 14 closes.

In the preferred embodiment, however, the Damping body 10, here the polystyrene part, welded to the copolymer film 20 or glued or otherwise connected. By this connection of the copolymer film 20 on the one hand and the outer surface portions 18 on the other hand closed cavities 22 are formed. This closed cavities 22 consist of a through the recess 14 formed section and a Foil section 24.

Sound waves now hit the copolymer film 20 on, they penetrate it and get into the Well 14, thus in the through the film section 24 and the recess 14 formed cavity 22. The sound waves are, so to speak, in the cavity 22 caught, that is, by appropriate Design of the cavities 22 one to one annihilation of the Sound waves can result or take place high damping with dissipation of energy in deeper layers of the damping body 10. The Damping body 10 acts here due to its high Density as an absorption body for the sound waves. The cover 20 can also be designed such that it absorbs some of the sound.

It has proven beneficial, at least that of the illustrated in Figures 1a and 1b with the copolymer film 20 coated surface 16 opposite lying surface also with the copolymer film 20 to cover. Preferably a complete one Coating of all outer surfaces 16 of the damping body 10 to be provided with the copolymer film 20, because the sound wave propagation after all Directions occur evenly and thus a catch effect in the damping body 10, due to the Copolymer film 20 and a subsequent quasi dead running (Total reflection) of the sound waves is. Thus, the damping effect of the invention Solution can be further increased.

By connecting copolymer film with an appropriate trained the embodiment Damping body of high density results in a robust Sound absorption system.

The effectiveness of this sound absorption system has also been used in experiments in Kundtschen Rohr Measurement of the sound absorption coefficient α according to DIN 52215 proven. In a frequency range of 400 up to 4000 Hz the sound absorption level was α at one Depressions, according to the embodiment, which has been described for FIG. 1b EPS body, which on all its surfaces with the Copolymer film was covered by up to 85% higher than with neither recesses nor covers EPS body (see Figure 2a, 2 B).

Figure 3a shows an application of the system according to the invention. The structure specifically represents a track body with a fixed carriageway. A concrete trough 200 is inserted into the ground, which carries the sleepers (not shown) on which the tracks 400 are attached. The tracks 400 have a rail head 410, an outer side 420, an inner side 430 and a rail foot 440. The tracks 400 are connected via their rail foot 440 in a known manner to the sleepers and thus to the concrete trough 200. Molded parts 120, 140 are inserted into the concrete trough 200 on both sides. The molded parts 120, 140 consist, as already according to the exemplary embodiment described in FIG. 1, of polystyrene with the corresponding recess structure of the surface. However, it is also possible, as already described, to use other suitable materials. The polystyrene molded parts 120, 140 have a density preferably greater than 60 to 70 kg / m ³ . In corresponding test series, it has proven to be advantageous to design the molded parts 120, 140 to be essentially L-shaped, areas of height extending up to the axis of the wheels of the towing vehicles. The molded parts 120, 140 have a substantially flat area 122, 142, which extends from the outside 420 of the track 400. The flat area 122, 142 has a height h1, which essentially corresponds to the height of the tracks 400. The end face of the flat region 122, 142 facing the outside 420 of the track 400 has an outer contour 126, 146 converging with the track contour.

Since the molded parts 120 and 140 are symmetrical related to a central axis that between the tracks runs, are built, is shown below the detailed structure of the molded parts 120 and 140 described using the molded part 120. In a recess 128 is provided on its upper side 127, those for receiving a fastener, designed here as a fastening rail 190, serves. The flat area 122, 142 adjoins an area running up an incline 124, 144. The area that runs up 124, 144 has a height h2 that is essentially corresponds to the height of the axle of the wheels of the towing vehicle. The upward region 124, 144 makes an angle with the flat region 122, 142 on. This bevel has changed within test series as a particularly low noise level proven. However, there are other surface shapes, for example concave curve shapes, possible which are not dealt with in more detail here. In the Figure 3a shown with a semicolon line Areas of the molded part 120, 140 are with the copolymer film 130, 132 coated. It has the area was found to be particularly advantageous of the upwardly extending region 124 which Rails 400 facing must be covered with film 130. The surface 127 of the flat region 122 is also covered with the copolymer film 132, so that those coming from the trains Sound emissions by the already in Figures 1a and 1b described damped or be reduced. Furthermore, in Test setups have also proven such molded parts, which are completely covered with the copolymer film are. So is a complete surface protection that located in the surface of the molded part 120, 140 Given deepening. These can do not pollute and clog. By the Making recesses in all outer surfaces of the molded part 120 or 140 results also the additional effect that reflection sound or structure-borne noise moving rail vehicle in the substructure partially penetrates and is reflected by it through the composite system damping body / copolymer film is captured and steamed (shown schematically in Figure 1b).

The cover with copolymer film must, however not limited to the areas just described, but it is also possible to only certain Subareas of the molded part 120, 140 with the Cover.

It is also possible to use the molded parts 120 or 140 with continuous water drain openings to provide.

Within the tracks 400 are two plates 160, 180 inserted. However, only one is conceivable Plate or several plates to use. The plates 160, 180 have a height h3, which essentially corresponds to the height of the track 400. The one facing the inside 430 of the track 400 End face has one to this inside 430 converging outer contour 164, 184. The converging outer contour 164, 184 points in an eruption in their upper area that extends up extends into the surface 162 or 182, on. This outbreak leaves the for Wheel flanges of the wheels of the rail vehicle are necessary Free space. Thus, the plates 160 180 due to their outer contours 164, 184 in substantially close to track 400.

The plate 160 has one in its surface 162 Recess 166 so that the outer contour 164 opposite side face a spring-shaped Contour 167 results. The top 162 of the Plate 160 is dot-dashed illustrated copolymer film 170 coated.

The plate 180 is constructed in accordance with the plate 160. It also has a through the copolymer film 172 coated surface 182. The As already described, the outer contour 184 is the Adjusted outer contour of the rail 400. The the Outer contour 184 opposite side surface 185 is with a groove-shaped recess 186 provided with the spring-shaped recess 167 and the mounting rail 190 corresponds. Consequently it is possible that the plates 160, 180 form-fitting interlock and the mounting rail 190 is flush with the surfaces 162, 182. Other positive connections to Example dovetail connections etc., are also possible. It is also possible not just the surfaces 162, 182 with the copolymer film to provide, but also the rest Areas of the plates 160, 180 or partial areas of these.

As shown in Figure 3a and in the previous part is described on the tracks 400 on both sides subsequent and between the tracks 400 located sound attenuation system 100 emerged. This sound attenuation system 100 sits firmly on the sleepers and in the concrete tub 200 and is substantially close to the rails 400 on. Both the plates 160, 180 and the planes Areas 122, 142 close approximately flush with the Top edge of the rail head 410. The molded parts 120, 140 and plates 160, 180 are butt to butt relocated so that they follow the track in the longitudinal direction of the rail to adjust. Now meet through the Movement of the train caused sound waves this sound attenuation system 100, so the Sound waves by the in Figures 1a and 1b already dampened sound damping device or at least partially absorbed.

It has proven to be beneficial to that Soundproofing system 100 even further improve if under the concrete tub 200 respectively a damping layer between the thresholds Concrete tub 200 and sub-floor is attached. This Damping layer can also be made in the longitudinal direction of the rail Installed butt to butt, preferably elasticized polystyrene plates 300 exist. These polystyrene plates 300 serve to structure-borne noise absorb in the track bed of moving trains. They work just like those from the construction sector well-known "impact sound insulation".

The dimensions of the molded parts 120, 140 and the plates 160, 180 can be chosen so that they are the respective course of the track in the longitudinal direction of the rail as well as for track increases, for example in the curve area, can adjust.

So are in station areas or, if it is local Do not allow conditions, just the panels 160, 180 laid within track 400. At Turnouts and the like are only the molded parts 120, 140 or only one molded part on one Track outside available. The molded parts 120, 140 can have different dimensions that the are adapted to the respective circumstances. Likewise the Plates 160, 180.

For fastening panels 160, 180 and molded parts 120, 140 in the longitudinal direction of the rail serve fastening rails 190. These mounting rails 190 have an extension in the longitudinal direction of the rail, over the plates 160, 180 and molded parts 120, 140 protrudes on both sides. The mounting rails 190 here form end regions 193, 194, which in the adjacent plates, not shown, respectively Intervene with molded parts. she have mounting holes 192 through which corresponding fasteners, not shown for connecting fastening rail 190 and Plate 160, 180 or molded part 120, 140 be introduced. However, it is also possible that Form mounting rails 190 so that they form overlapping end regions 193, 194 which interlock by means of positive connections. The mounting rails 190 are preferred made of reinforced concrete or steel and ensure even at high train speeds a secure hold of the sound attenuation system 100.

The sound attenuation system 100, consisting of depressions having EPS molded parts 120, 140 and Plates 160, 180 made with the copolymer film or covered with a PS film, for example are easy to recycle as both Materials made from the same basic raw material, polystyrene are manufactured. Another advantage is to be seen in the fact that the permanently high sound-absorbing Properties due to the coverage with the copolymer film even after many years are to be expected since the indentations are not clogged by dust, water, etc. Through the The sound damping system is material properties 100 flame retardant, essentially damage-free accessible and through the covering with the Easy to keep film clean. Through the neutral Properties of the plastic material are none Outgassing or flooding to expect the same. The system is therefore hygienic and environmentally friendly to handle. After usage the molded parts 120, 140 and plates 160, 180 together with the copolymer film disposed of in an environmentally friendly manner be reused. So is a subsequent one Shredding possible, so fillers for others To get applications.

By appropriate construction and inclination of the in substantially flat surfaces of the plates 160, 180 or the molded parts 120, 140 can Drain water and the noise reduction system 100 is also self-cleaning.

The positive ones described in the previous section Properties that arise when using molded parts 120, 140 and plates 160, 180 with a track structure with solid carriageway are essentially also on a track structure with a Ballast bedding transferable. The positive qualities of the ballast bed are by the Inserting the plates 160, 180 only minimally affected. On the contrary, there is an additional one positive sound insulation respectively Sound absorption effect.

The molded parts 120, 140 and those in the track bed inserted plates 160, 180 are here how preceded by a track body with a fixed Roadway already described on the sleepers. The ballast bedding extends to the outskirts of the molded parts 120, 140 to secure anchoring to get this in the substructure. With others structural conditions is a deeper anchoring the molded parts 120, 140 in the substructure as well like their other spatial design possible. So can the surfaces facing the tracks 400 to Example formed in the form of a concave curve be. Other surfaces can also be made with the copolymer film to be over the top. Also, as before already described, other materials both for the molded parts 120, 140 as well as for the covering, but which essentially have the same material properties have to be used.

Thus the noise reduction of the rail traffic noise for a track body with a ballast bed and reached wooden or concrete sleepers, that the positive sound absorption properties of the ballast bed still through the molded parts 120 or 140 and the plates 160, 180 will be reinforced.

Another fastening option is shown in FIG. 3b of the sound attenuation system 100. This type of attachment is both for using a track body solid roadway, as well as a track body Ballast bed usable. As shown in Figure 3b, this mounting option has a tensioning device 500 on. The tensioning device 500 exists from a clamping part 510, which is transverse to the longitudinal direction of the rail below track 400 in the area the threshold 450 extends. It preferably points a length that is essentially with the outer edge of the molded parts 120 or 140 completes. There is an extension on the clamping part 510 540 arranged. The attachment 540 encompasses the clamping part 510. It is so between the tracks 400 arranged so that it is between the Plates 160, 180 can engage and with the mounting rails 190 corresponds. Especially grips the extension 540 in the mounting hole 192 a. Thus the extension 540 is over the mounting hole 192 with the mounting rail or the mounting rails 190, by means of known from the prior art Fasteners, for example screw connections etc., connected.

The clamping part 510 engages in the lower areas of the outer surfaces 121 and 141 of the Moldings 120 and 140, respectively on the undersides of the molded parts 120 or 140 attached or introduced Counterparts 520 and 530, respectively. This Counterparts 520, 530 can be in the form, for example be formed by elbows during the manufacturing process foamed into the molded parts 120, 140 become. However, others are also constructive Embodiments of counterparts 520, 530 with to be considered as falling within the scope of the invention. The clamping part 510 thus engages in recesses 521 and 531 of the counterparts 520, 530 a, which by means of screw connections or other constructive embodiments a bracing and a secure holding of the molded parts 120, 140 and the plates 160, 180 guaranteed in the track body is.

By appropriate design of the counterparts 520, 530 and the clamping part 510 can by the clamping device 500 an adjustable clamping force the moldings 120, 140 and the plates 160, 180 be exercised. The molded parts 120, 140 and Plates 160, 180 are thus close to the inside 430 or outside 420 of the Track 400 at. By increasing the tension it is possible to slightly incline it the molded parts 120, 140 or the plates 160, 180 to achieve, so that a self-cleaning of the sound attenuation system 100 is made possible. The molded parts 120, 140 preferably have here or the plates 160, 180 water passage openings. It is also possible to choose between the Moldings 120, 140 and plates 160, 180 in Rail longitudinal direction seen to the subsequent Molded parts or plates a narrow Gap to be provided as a water passage.

It has also proven to be advantageous Outer surfaces 121 and 141 of the molded parts 120, 140 in its lower area with a groove Mistake. The counterparts 520 and 530, respectively are part of their area at the level of the groove in the front or rear of the front or rear edge facing part in the molded part 120 respectively 140 foamed or otherwise associated with this. The rest of the Counterparts 520, 530 protrude above the front or Trailing edge of molded part 120 or 140 out. The counterparts are advantageous 520, 530 always on a front or rear edge the molded parts 120 and 140 attached.

When mounting the clamping device 500 and the Molded parts 120, 140 or plates 160, 180 come the exposed areas of the counterparts 520, 530 in the groove of the adjacent molded part to lie and reach into it like a claw on. Counterparts 530 are parallel to those Counterparts 520 arranged. Now through the counterpart 520 or 530 the clamping part 510 pushed so that it is under the tracks 400 and comes to lie between the thresholds 450 and with its other end by the corresponding counterpart 530 or 520 protrudes. The clamping part 510 is either in its central area provided with a rotatable extension 540 or the extension 540 is claw-like on the Clamping part 510 after inserting the plates 160 and 180 and completed installation respectively attached. By connecting the extension 540 with the mounting rails 190, such as already described, the plates 160, 180 become solid held in the track body. The molded parts are also 120, 140 now firmly locked in the track body and are close to the tracks 400.

This is also how the soundproofing system is attached 100 solved easily and inexpensively. The The fastening system thus fulfills both a carrying function as well as a tension function. The sound insulation system 100 is so firmly attached to the track body, that relining on one Track body with ballast bed largely omitted can be. Even with a track body on solid roads, these positive properties result.

The sound attenuation system 100 is simple and quick to assemble, therefore easy disassembled, so that possible repair work can be carried out quickly and easily. The Sound absorption system 100 lies securely in the track body, so that possible suction effects (negative pressure) or corresponding overpressure loads on the passing vehicle Trains do not affect it.

It is therefore simple and with few individual parts possible to provide a damping system that can be manufactured and installed economically is. The damping system can be connected to the respective Needs and the course of the track optimally adapted become. So are gradients and Curve sections can be equipped with it. The system is not only usable for new track systems, but also existing track systems optimally adapted to the corresponding needs, that means with sound-absorbing measures accordingly upgraded the solution according to the invention become. Through appropriate material selection and a possible sandwich construction are also higher reductions in the radiated Sound level conceivable. The only up to the axis of the wheels of the molded parts reaching 120, 140 do not obstruct the view of the passengers or for those living on the railway line Population. So come to the positive Soundproofing properties of the soundproofing system 100 also positive aesthetic aspects. The color of the system can also respective landscape and / or Wishes are taken into account.

In addition to the positive properties when used on or in track systems are still other possible uses. So can Rolling noises from vehicles at least during use the low molded parts or moldings be dampened. Even in noise-intensive productions, which must however allow a visual inspection, is the use of appropriately shaped parts possible.

Other applications can be with motors, blowers or compressors, etc. are seen. Advantageous are also in these use cases relatively light weight combined with high Strength of the material.

Depending on the frequency-dependent requirement, this can be done with the wells and the cover provided system be designed so that its maximum sound absorption lies in this frequency range.

Claims (28)

Device for damping sound emissions, preferably on track systems, with at least one damping body (10) assigned to the sound emission source, characterized in that the damping body (10) has, at least in its exposed areas (12), a surface structure which has depressions (14) and which a cover (20) spanning the depressions (14) and thereby creating closed cavities (22) is provided. Device according to claim 1, characterized in that the cover (20) has a smooth surface. Device according to one of the preceding claims, characterized in that the cover (20) is a film. Device according to one of the preceding claims, characterized in that the film (20) covers the depressions (14) under tension. Device according to one of the preceding claims, characterized in that the film is a PS (polystyrene) film produced on a copolymer basis. Device according to one of the preceding claims, characterized in that the cover (20) and the damping body (10) are intimately connected to one another, preferably welded and / or glued to one another. Device according to one of the preceding claims, characterized in that the depressions (14) are made in the damping body (10) by mechanical processing of the surface of the damping body (10). Device according to one of the preceding claims, characterized in that the depressions (14) are created by printing a corresponding surface of a negative shape in the manufacture of the damping body (10). Device according to one of the preceding claims, characterized in that the depressions (14) are formed by open pores of the damping body material. Device according to one of the preceding claims, characterized in that the damping body (10) consists of a foamed plastic. Device according to one of the preceding claims, characterized in that the damping body (10) consists of a hard foam of high density, preferably expandable polystyrene. Device according to one of the preceding claims, characterized in that the damping body (10) has cuboid-shaped or differently structured depressions (14) distributed uniformly over its essentially flat surface, preferably of essentially the same design. Device according to one of the preceding claims, characterized in that a plurality of layers of damping bodies (10) with a cover (20) can be applied to one another in a sandwich construction. Device according to one of the preceding claims, characterized in that the damping body (10) with the cover (20) can be recycled together. Device according to one of the preceding claims, characterized in that a plurality of damping bodies (10) can be connected to one another by at least one fastening element. Device according to one of the preceding claims, characterized in that at least one damping body (10) can be attached to and / or facing the track bed, at least those facing the track (400) and / or terminating with the upper edge of the track (400) exposed areas are provided with the cover (20). Device according to one of the preceding claims, characterized in that the damping body (10) is designed as a molded part (120, 140) associated with at least one track (400), which has a height (h2) which is at least the height of the axis of the wheels of the Train carriage corresponds, with at least the exposed areas of the molded part (120, 140) facing the track (400) being covered by the copolymer film (130, 132). Device according to one of the preceding claims, characterized in that the damping body (10) is designed as at least one essentially flat plate (160, 180) which can be inserted into the track bed, at least the exposed areas of which are covered with the copolymer film (170, 172) are. Device according to one of the preceding claims, characterized in that the molded parts (120, 140) and the plates (160, 180) are substantially close to the respective outer (420) and / or inner sides (430) of the respective track (400) can be pressed, the areas adjoining the track (400) having a height (h3, h1) which is limited by the height of the track (410). Device according to one of the preceding claims, characterized in that the plates (160, 180) can be positively connected to one another. Device according to one of the preceding claims, characterized in that the molded parts (120, 140) and / or the plates (160, 180) are inserted into a substructure carrying the tracks (400), the substructure being supported on at least one sound-absorbing pad, preferably on a polystyrene plate (300). Device according to one of the preceding claims, characterized in that the molded parts (120, 140) and / or plates (160, 180) are connected to one another in the longitudinal and / or transverse direction of the rails by at least one fastening element. Device according to claim 22, characterized in that the fastening element consists of a plurality of fastening rails (190), preferably made of reinforced concrete or reinforced concrete, the fastening rails (190) having overlapping fastening end regions (193, 194). Device according to one of the preceding claims, characterized in that it has a tensioning device which grips under the tracks (400) for fixing. Device according to one of the preceding claims, characterized in that at least two opposing molded parts (120, 140) with the associated plates (160, 180) can be connected to one another, preferably braced, by at least one tensioning device (500) which engages under the tracks (400). Device according to one of the preceding claims, characterized in that the tensioning device (500) consists of a tensioning part (510) and counterparts (520, 530), the tensioning part (510) being located transversely under the tracks (400) between the sleepers (450 ) extends, and the counterparts (520, 530) are mounted in and / or on the molded parts (120, 140), wherein the molded parts (120, 140) can be clamped to one another by the application of force in a direction transverse to the tracks (400). Device according to one of the preceding claims, characterized in that the tensioning part (510), at least in its part facing the plates (160, 180), has an extension piece (540) which can be connected to the fastening rails (190). Device according to one of the preceding claims, characterized in that the substantially flat surfaces of the molded parts (120, 140) and / or the plates (160, 180) have a slight inclined position.

Images