EP1251204A2 - Schwingungsdämpfungssystem für Eisenbahngleise - Google Patents

Schwingungsdämpfungssystem für Eisenbahngleise Download PDF

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Publication number
EP1251204A2
EP1251204A2 EP02075894A EP02075894A EP1251204A2 EP 1251204 A2 EP1251204 A2 EP 1251204A2 EP 02075894 A EP02075894 A EP 02075894A EP 02075894 A EP02075894 A EP 02075894A EP 1251204 A2 EP1251204 A2 EP 1251204A2
Authority
EP
European Patent Office
Prior art keywords
mat
studs
slab
stiffness
resilient
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP02075894A
Other languages
English (en)
French (fr)
Other versions
EP1251204A3 (de
EP1251204B1 (de
Inventor
Patrick Carels
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Acousystem Ae Responsabilite Immeu Ltee Ste
Vossloh Infrastructure Services
Composite Damping Material NV CDM
Original Assignee
Composite Damping Material NV CDM
Acousystem A Responsabilite Immeuble International Ltee Ste
Cogifer Tf SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Composite Damping Material NV CDM, Acousystem A Responsabilite Immeuble International Ltee Ste, Cogifer Tf SA filed Critical Composite Damping Material NV CDM
Publication of EP1251204A2 publication Critical patent/EP1251204A2/de
Publication of EP1251204A3 publication Critical patent/EP1251204A3/de
Application granted granted Critical
Publication of EP1251204B1 publication Critical patent/EP1251204B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/004—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with prefabricated elements embedded in fresh concrete or asphalt
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/10—Making longitudinal or transverse sleepers or slabs in situ or embedding them

Definitions

  • the invention relates to a vibration isolation system for a track railway on which a vehicle, in particular a train, metro or tram, can travel, comprising an inertia slab, on which rails are mounted, the inertia slab resting on an anti-vibration bed comprising a resilient mat.
  • the invention is in particular relating to a floating track vis-à-vis its environment.
  • the slab of inertia is concrete which is poured on a continuous mat made of synthetic foam so to isolate the vibrations created by the passage of the abovementioned vehicles on the rails opposite the environment.
  • the known technique does not give satisfactory results in places where the railway is located on a basement which has a discontinuous stiffness, for example, at the transition to a bridge or at the place where one passes from a non-isolated zone towards a zone isolated.
  • the object of the invention is to present an insulation system which makes it possible to adjust the stiffness of the anti-vibration bed and thus avoid the railroad having areas with a sudden transition between places of different stiffness.
  • the system according to the invention makes it possible to adjust the stiffness of the anti-vibration bed in the curvature of a railway depending on the loads of a vehicle.
  • the resilient mat is provided with recesses in at least some of which pads of a resilient material are inserted in a so as to be able to adjust the stiffness of the anti-vibration bed.
  • the aforementioned studs are mounted on a panel which extends between the inertia slab and the mat above resilient.
  • the inertia slab is bordered laterally by a wall comprising shock absorbing panels which are joined to the anti-vibration bed.
  • an adjustment piece is provided at the upper end of the panels shock absorbers so that the height of the above-mentioned wall can be adjusted.
  • the invention also relates to a method of insulating a railroad track in order to decrease the propagation of vibrations, according to which a slab of inertia, bearing rails of the railway, is placed on an anti-vibration bed comprising a resilient mat, in which studs are inserted into recesses provided in said resilient mat in such a way as to regulate the stiffness of the anti-vibration bed.
  • Figure 1 is a schematic vertical sectional view of a railroad track with the insulation system according to the invention.
  • Figure 2 is a schematic plan view of a panel on which studs can be fixed, according to the invention.
  • the present invention relates to a railway floating vis-à-vis its basement.
  • a railroad by example, in a street
  • an earthworks is executed according to the planned route of this way railway.
  • a formwork preferably in reinforced concrete, is built on the bottom of which a resilient carpet of synthetic foam is laid, such as a closed cell polyethylene foam.
  • This resilient mat has recesses regularly distributed on its surface in which support blocks or studs in a resilient material are inserted.
  • the solidified inertia slab rests on an anti-vibration bed which is formed by resilient mat and studs.
  • the stiffness of the anti-vibration bed is therefore determined by the stiffness of the resilient mat and that of the studs.
  • the stiffness of the studs is, for example, chosen according to the subsoil on which the railroad rests. In particular, in a transition zone towards a bridge the stiffness of the studs is gradually changed in order to obtain a gradual change in the stiffness of the anti-vibration bed towards the deck.
  • the studs are, for example, formed of rubber or a material composite, according to the desired stiffness.
  • the height of the studs are higher than the thickness of the mat so that the upper part of the studs is enveloped by the concrete of the inertia slab. In such a way, the studs are fixed opposite this slab of inertia.
  • Figure 1 is a schematic cross section of a railroad track with an insulation system according to a particular embodiment of the invention.
  • a concrete formwork 1 is represented which was built in a street 2.
  • This formwork 1 extends along the path of a railroad track comprising two parallel rails 3 and 4.
  • a resilient mat 6 having recesses 7 regularly spaced one on the other is placed on the bottom 5 of the formwork 1.
  • a panel 8, extending over the belt 6, is provided with studs 9 on its face which is directed towards the mat 6 in such a way that the studs 9 are inserted into the recesses 7 of the mat 6.
  • an anti-vibration bed is formed on which a slab rests inertia 10.
  • panel 8 it is not essential that all of the recesses 7 contain a pad 9.
  • the stiffness of the anti-vibration bed can be adjusted by omitting studs 9 in certain recesses 7. By gradually increasing the number of studs 9 per unit area in a determined direction in the recesses 7 of the mat 6, a gradual increase in the stiffness of the anti-vibration bed is obtained.
  • the stiffness of the pads 9 is greater than that of the carpet 6.
  • k plot in which k carpet represents the stiffness of the carpet 6 per m 2 , k plot represents the stiffness of a plot 9 and n is the number of pads 9 per m 2 .
  • the inertia slab 10 is bordered laterally by walls formed by damping panels 11 which are joined to the anti-vibration bed and, in particular, to the carpet resilient 6.
  • the damping panels 11 are fixed to the panel 8 carrying the studs 9 at by means of a steel angle 12 ensuring that these panels are positioned in square.
  • the damping panels 11 are formed by sandwich panels comprising a plate of resilient material 13 whose opposite faces are made a layer 14 of a harder material, such as for example wood-cement.
  • the inertia slab 10 does not come into contact with the formwork 1 by the interposition of a very rigid or not very resilient element.
  • the resilient material 13 is joined to the resilient mat 6 so that a tank of resilient material is formed in which the railroad track with the inertia slab 10 is arranged.
  • sleepers 15 are provided each comprising two concrete blocks 16 and 17 interconnected by a steel bar 18.
  • the rails 3 and 4 are mounted respectively on the blocks 16 and 17 by means of assembly known per se and not shown in Figure 1.
  • a strip of material elastomer 19 is arranged between the rails 3 and 4 and the crosspieces 15 in order to weaken the vibrations between rails 3 and 4 and sleepers 15.
  • shock absorbing panels 11 which have a height predetermined lower than the height of the formwork 1
  • an adjustment piece 20 is provided at the upper part of these panels 11. This adjustment piece 20 makes it possible to adjust the height of the side wall adjoining the inertia slab 10, which includes the panels 11, at street level 2.
  • the adjustment piece 20 comprises two side plates 21 and 22 separated by a resilient material 23. Side plates 21 and 22 partially overlap the layers 14 of the damping panels 11 so that the adjustment piece 20 can move in a substantially vertical direction compared to the damping panels 11.
  • the side plates 21 and 22 are preferably made of chloride of polyvinyl and have a thickness of the order of 2 mm.
  • the adjustment piece 20 rests on the damping panel 11 by via an element 24 of a flexible foam, in particular a foam elastomer.
  • This element 24 is arranged between the side plates 21 and 22 of the part adjustment 20 adjacent to the resilient material 23.
  • the adjustment piece 20 When installing the vibration isolation system according to the invention, the adjustment piece 20 is placed on the panels 11, as shown in the part right of Figure 1, and moved in the direction of arrow 25 by compressing element 24 made of flexible foam until the upper end of the part of adjustment corresponds to the level of the surface coverings of street 2, as shown on the left side of Figure 1.
  • the adjustment piece 20 is fixed to the damping panels 11 using screws 26.
  • FIG 2 an example of the panel 8 is shown.
  • This panel 8 is square and has square recesses 28 for fixing the studs 9.
  • the fixing of the studs 9 can already be prepared according to a study plan which take into account the different stiffness transition zones for a railway track particular, before the arrival of the panels 8 at the site.
  • the panels 8 are placed on the belt 6 in the formwork 1, making sure that the studs 9 are well inserted in the recesses 7 of the mat 6.
  • the panel 8 forms a lost formwork when pouring concrete onto the anti-vibration bed in order to form the inertia slab 10.
  • the panel 8 is consisting of polyvinyl chloride having, for example, a thickness of the order of 2 mm.
  • projections 27 corresponding to the recesses 28 are provided on the upper face of the panel 8, in order to ensure good attachment of the concrete from inertia slab 10 to panel 8.
  • inertia slab does not necessarily have to be made of concrete, but it can, for example, be achieved by filling in gravel and / or sand.
  • the stiffness of the anti-vibration bed cannot only be adjusted in the direction of the rails, but also in a direction transverse to the rails, by example in turns.
  • the studs 9 can be of very varied shape and present, for example, a prismatic or cylindrical appearance.
  • Figure 1 represents only one railroad track, it is possible increase the dimensions of formwork 1 so that it can be adapted to several tracks railway.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Vibration Prevention Devices (AREA)
  • Investigating Or Analysing Biological Materials (AREA)
  • External Artificial Organs (AREA)
  • Treatment Of Liquids With Adsorbents In General (AREA)
  • Fluid-Damping Devices (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
EP02075894A 2001-03-07 2002-03-05 Schwingungsdämpfungssystem für Eisenbahngleise Expired - Lifetime EP1251204B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BE200100152 2001-03-07
BE2001/0152A BE1014044A3 (fr) 2001-03-07 2001-03-07 Systeme d'isolation vibratoire pour voies ferrees.

Publications (3)

Publication Number Publication Date
EP1251204A2 true EP1251204A2 (de) 2002-10-23
EP1251204A3 EP1251204A3 (de) 2002-10-30
EP1251204B1 EP1251204B1 (de) 2004-07-07

Family

ID=3896891

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02075894A Expired - Lifetime EP1251204B1 (de) 2001-03-07 2002-03-05 Schwingungsdämpfungssystem für Eisenbahngleise

Country Status (6)

Country Link
EP (1) EP1251204B1 (de)
AT (1) ATE270730T1 (de)
BE (1) BE1014044A3 (de)
DE (1) DE60200701T2 (de)
ES (1) ES2230444T3 (de)
PT (1) PT1251204E (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2430460A (en) * 2005-09-26 2007-03-28 Balfour Beatty Plc Railway arrangement
WO2011095325A1 (de) * 2010-02-02 2011-08-11 Edilon Sedra Gmbh Gleisbettmatte für einen eisenbahnoberbau
CN113944071A (zh) * 2020-07-16 2022-01-18 洛阳双瑞橡塑科技有限公司 一种双层减振扣件
WO2024021443A1 (zh) * 2022-07-23 2024-02-01 浙江天铁实业股份有限公司 道床用减振系统、道床板、道床以及轨道系统

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010030584A1 (de) 2010-06-28 2011-12-29 Poroson Gmbh Vorrichtung zur Dämpfung von Schwingungen an Gleisschienen
RU2453644C1 (ru) * 2010-12-28 2012-06-20 Открытое Акционерное Общество "Российские Железные Дороги" Железнодорожный путь в зоне примыкания к искусственному сооружению
CN113152158A (zh) * 2020-06-09 2021-07-23 北京铁科特种工程技术有限公司 重载铁路的泡沫轻质土路基结构及施工方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH513302A (de) * 1970-07-10 1971-09-30 Maag Gummi Dämpfungselement für grossflächige Dämmung von Schwingungen
JPS54153407A (en) * 1978-05-24 1979-12-03 Japanese National Railways<Jnr> Vibration-proof rail employing perforated foamed board
DE3242915A1 (de) * 1982-11-20 1984-05-24 Phoenix Ag, 2100 Hamburg Elastische schienenunterlage fuer schienenfahrzeuge
US4923118A (en) * 1989-02-21 1990-05-08 Armand Goossens Anti-vibration support system for railroads
DE29810176U1 (de) * 1998-06-06 1998-11-26 Grötz, Georg, 76597 Loffenau Tunnelfahrweg

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2997902B2 (ja) * 1991-07-16 2000-01-11 清水建設株式会社 線路の防音防振床構造

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH513302A (de) * 1970-07-10 1971-09-30 Maag Gummi Dämpfungselement für grossflächige Dämmung von Schwingungen
JPS54153407A (en) * 1978-05-24 1979-12-03 Japanese National Railways<Jnr> Vibration-proof rail employing perforated foamed board
DE3242915A1 (de) * 1982-11-20 1984-05-24 Phoenix Ag, 2100 Hamburg Elastische schienenunterlage fuer schienenfahrzeuge
US4923118A (en) * 1989-02-21 1990-05-08 Armand Goossens Anti-vibration support system for railroads
DE29810176U1 (de) * 1998-06-06 1998-11-26 Grötz, Georg, 76597 Loffenau Tunnelfahrweg

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2430460A (en) * 2005-09-26 2007-03-28 Balfour Beatty Plc Railway arrangement
WO2011095325A1 (de) * 2010-02-02 2011-08-11 Edilon Sedra Gmbh Gleisbettmatte für einen eisenbahnoberbau
CN113944071A (zh) * 2020-07-16 2022-01-18 洛阳双瑞橡塑科技有限公司 一种双层减振扣件
CN113944071B (zh) * 2020-07-16 2023-04-07 洛阳双瑞橡塑科技有限公司 一种双层减振扣件
WO2024021443A1 (zh) * 2022-07-23 2024-02-01 浙江天铁实业股份有限公司 道床用减振系统、道床板、道床以及轨道系统

Also Published As

Publication number Publication date
ES2230444T3 (es) 2005-05-01
EP1251204A3 (de) 2002-10-30
ATE270730T1 (de) 2004-07-15
BE1014044A3 (fr) 2003-03-04
PT1251204E (pt) 2004-11-30
EP1251204B1 (de) 2004-07-07
DE60200701D1 (de) 2004-08-12
DE60200701T2 (de) 2005-08-11

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