EP1897992B1 - Traverse de chemin de fer - Google Patents

Traverse de chemin de fer Download PDF

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Publication number
EP1897992B1
EP1897992B1 EP06119154A EP06119154A EP1897992B1 EP 1897992 B1 EP1897992 B1 EP 1897992B1 EP 06119154 A EP06119154 A EP 06119154A EP 06119154 A EP06119154 A EP 06119154A EP 1897992 B1 EP1897992 B1 EP 1897992B1
Authority
EP
European Patent Office
Prior art keywords
rail
sleeper
contact area
profile
threshold
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.)
Not-in-force
Application number
EP06119154A
Other languages
German (de)
English (en)
Other versions
EP1897992B8 (fr
EP1897992A1 (fr
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.)
HYPERION VERWALTUNG GmbH
Original Assignee
MSB Management GmbH
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 MSB Management GmbH filed Critical MSB Management GmbH
Priority to AT06119154T priority Critical patent/ATE487828T1/de
Priority to DE502006008286T priority patent/DE502006008286D1/de
Priority to PL06119154T priority patent/PL1897992T3/pl
Priority to EP06119154A priority patent/EP1897992B8/fr
Publication of EP1897992A1 publication Critical patent/EP1897992A1/fr
Publication of EP1897992B1 publication Critical patent/EP1897992B1/fr
Application granted granted Critical
Publication of EP1897992B8 publication Critical patent/EP1897992B8/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
    • E01B3/32—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone with armouring or reinforcement
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone

Definitions

  • the invention relates to a railway sleeper, as used for the laying of rails and tracks.
  • Railway sleepers generally have rail support areas arranged at their ends, within which the rails are fixed at their rail feet by hold-down elements. In order to be able to absorb horizontal forces in the horizontal direction along the extension of the railway sleepers (ie transversely to the extent of the rails) to an increased extent, it is known to widen the rail contact areas. Examples of such railway sleepers can be found in DE-A-100 23 389 . DE-A-27 35 757 in which a railway sleeper according to the preamble of claim 1 is described, DE-A-22 00 181 . DE-A-21 55 479 . US-A-1 555 662 and US-A-1 406 454 ,
  • the object of the invention is to improve the support and fixation of rails on railway sleepers with widened rail contact areas.
  • each widened rail support region has three rail support surfaces, which are arranged next to one another in the extension of the rail.
  • These three rail support surfaces are formed, for example, as planar, lying in a plane surfaces that are raised relative to their surroundings, The resting on the rail support surfaces rail spans the spaces between adjacent rail support surfaces.
  • the hold-down elements are arranged such that they are located above the region between in each case two adjacent rail support surfaces and protrude beyond these adjacent slip support surfaces. This results in a reliable holddown of the rail feet on each of the three rail support surfaces at one end of the threshold body, wherein the rail foot rests flat and planar on all rail support surfaces. This in turn is advantageous for the absorption of transverse forces acting transversely to the rail.
  • two or four hold-down elements may be provided per group of rail support surfaces. If the spring clips known per se are used as hold-down elements, then their fastening screws can be located laterally of the intermediate space between in each case two adjacent rail contact surfaces. But also other hold-down elements, the fastened with screws, can be connected at these points via the screws with the threshold body. If four hold-down elements per triple group of rail contact surfaces are used, two hold-down elements are located in pairs opposite each other. If only two hold-down elements are used, they are arranged diagonally opposite one another,
  • the sleeper body has a greater extent transversely to its longitudinal extent.
  • at least one reinforcing profile extends below the rail support areas within the threshold body.
  • This reinforcing profile is expediently arranged centrically to the rail axis; If a plurality of reinforcing profiles, which then preferably run parallel to one another, are used per rail contact region, then these several reinforcing profiles are arranged symmetrically and centrically to the rail axis.
  • a fairly good stiffening of the widened rail support regions can be realized by using a profile as the reinforcement profile which has a leg extending essentially at right angles to the rail support surfaces. For example, therefore, an angle profile, T-profile or U-profile is used as a reinforcing profile.
  • These types of profiles give the rail support areas or the threshold body within its rail support areas a great stability and stiffening.
  • the threshold body is particularly useful to execute the threshold body as a two-block sleeper body.
  • the entire railway sleeper increasingly absorbs horizontal forces and diverts them into the ballast bed.
  • the two blocks are interconnected by a longitudinal profile. This longitudinal profile in turn is in turn with the reinforcing profiles connected.
  • the two-block threshold has a stiffening frame made of a longitudinal profile and two reinforcing profiles extending transversely thereto at the ends of the longitudinal profile.
  • the two blocks of plastic As a material for the emerging body, for example, concrete or polymer concrete in question. Due to the use of reinforcing profiles below the widened rail support areas and the longitudinal profile between the two blocks of a designed as a two-block sleepers railway sleeper, it is also appropriate to manufacture the two blocks of plastic. Here is basically any type of plastic and especially recycled plastic.
  • the plastic blocks should be able to move relative to the stiffener of longitudinal profile and reinforcing profiles since plastic has a greater temperature coefficient than metal used for the stiffening profiles. In that regard, it is advantageous if the stiffening profiles (longitudinal and / or reinforcing profiles) have smooth surfaces over which the plastic can "push" during its expansion or, when contracted, after expansion.
  • the reinforcing profiles since they are arranged centrically to the rails, provide for a centering of the rail support areas, so that they can not move relative to the rails transversely thereto.
  • the reinforcing profiles with legs extending preferably at right angles to the rail support surfaces ensure that the rail support regions, which are made of plastic at a plastic sleeper, are fixed beneath the rail feet.
  • the longitudinal profile between the two blocks is further provided to protect the longitudinal profile between the two blocks from corrosion in a two-block threshold.
  • the area of the longitudinal profile between the two blocks with a plastic foam, preferably a PU foam, umzuCumen.
  • the foam has the advantage that it follows in an expansion of the blocks, if they are made of plastic, or follows the temperature-induced movement of these blocks.
  • a receiving groove or recess for receiving a line conductor are formed, which is prescribed for safety reasons for the train control at higher speeds approved routes.
  • the railway sleeper according to the invention is described below with reference to its design as a two-block threshold made of plastic.
  • plastic As a material in particular recycled plastic is used. This is available in very large quantities and ideally suited for this application. In addition, this material can develop an excellent cycle, which is particularly environmentally friendly.
  • the two-jack connection is e.g. made by an angle iron, a T-profile, a tubular profile or a double I-profile.
  • an angle iron e.g. made by an angle iron, a T-profile, a tubular profile or a double I-profile.
  • other materials are conceivable, such. Carbon, fiberglass, keflar, etc.
  • the total length of the railway sleeper can be arbitrarily customized such. 2.25 m, 2.40 m, 2.60 m or other desired lengths for a variety of track tracks are produced.
  • the shape of the threshold, the load transfer surface to the ballast, the head surface for the horizontal forces and the material for the reduction of dynamic vibrations of great importance are important.
  • a broadening of the threshold under the rail is provided.
  • Each of the two blocks 14 has a rail support region 16 with three successively arranged rail support surfaces 18, which are separated by gaps 20 from each other.
  • the widened rail support regions 16 project laterally beyond the blocks 14 and are stiffened by reinforcing profiles 22.
  • These reinforcing profiles 22 are centered to the rails 24 (see also the FIGS. 2 to 7 ) and are rigidly connected to the ends of a longitudinal profile 26.
  • the longitudinal profile 26 connects the two blocks 14 of the two-block threshold body 12 with each other.
  • a very favorable double bearing rail on the threshold can be designed by this construction, as it is known for example in the Y-steel sleeper.
  • a triple bearing of the rail is also to be constructed from this arrangement.
  • FIGS. 2 and 3 show the arrangement of the reinforcing profiles 22 under the rails 24.
  • Fig. 2 shows the situation in which two pairs of (in this embodiment designed as a spring clip) hold-down elements 28 are arranged per rail 24 and sleeper block 14 respectively.
  • the hold-down elements 28 overlap the rails 24 at their feet above the intermediate spaces 20 between the rail support surfaces 18.
  • two hold-down elements 28 are provided per rail, which are arranged on both sides of a rail 24 and connect different rail support surfaces 18 with each other or are located above the gaps 20 between each different adjacent rail support surfaces 18.
  • the two in the FIGS. 2 and 3 illustrated variants of the rail fastening by adjacent rail support surfaces 18 overarching hold-down elements 28 is in conjunction with the widened rail support portion 16 having three rail extension in succession arranged rail support surfaces 18, one of the essential aspects of the invention.
  • the embodiment according to the invention has a preferred distance between the sleepers axes of 60 cm to 90 cm. This results in threshold dimensions, which make it possible to use the threshold even in tight corners and thereby optimally remove the load from the vehicle running on the substructure and in the horizontal.
  • the existing connection longitudinal profile 26 of the two-block threshold body 12 is reinforced by a 90 ° rotated and welded with this additional steel profile of T-profile or L-profile reinforcing profile 22.
  • Examples are in the FIGS. 4 to 7 shown.
  • As a longitudinal profile 26 is in the embodiments of the FIGS. 4, 5 and 7 used an "upside down" angle profile while following Fig. 6 a pipe is used.
  • FIGS. 8 and 9 Another advantage of the plastic foam 32 is the fact that in him a receiving recess 34 may be introduced, as in the FIGS. 8 and 9 is shown.
  • This receiving recess 34 serves, for example, to receive a line conductor (not shown).
  • the material for the blocks 14 is made of recycled plastic on both sides. This material is widely available and important for the further material cycle. With this material, the desired strength is achieved. It has the following material properties that can be used by controlled processes: - unbreakable - frost-proof - temperature resistant - UV stable - rot-proof - resistant to aging - environmentally friendly - dimensionally stable - Damping structure-borne noise - Can be reinforced with steel profiles - can with glass fibers / textile fibers - electrically insulating or carbon fibers are reinforced - all materials used are reusable.
  • the threshold weight can be optimized to reduce lift-off forces.
  • the color scheme of the threshold can be easily influenced. ⁇ for example for temperature control, marking purposes.
  • Fire protection can be optimized.
  • the material is absolutely insensitive to moisture.
  • Rail bearing designs can be molded.
  • the material can be sawed, drilled or milled without special tools.
  • a derailment protection bracket 36 can be mounted in appropriate dimensioning on the respective inner side of the rails (see Fig. 8 ). These derailment protection angles 36 are to be provided when the threshold is used in derailment-sensitive areas such as run-off mountains or maneuvering groups.
  • the features of the new type of threshold described above can also be achieved with the material concrete.
  • the concrete - in addition to the steel profile parts - should be reinforced with fibers (glass fibers, steel fibers or plastic fibers).
  • a further reinforcement is to be achieved here by the insertion of a limp reinforcement.
  • the rail fastening screws are to be provided in this construction in preciselybetonierende, known plastic dowels.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Railway Tracks (AREA)
  • Bridges Or Land Bridges (AREA)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)

Claims (9)

  1. Traverse de chemin de fer comprenant
    - un corps de traverse (12) comprenant une région d'appui de rail (16) respective, située à ses extrémités opposées, dans lesquelles régions ledit corps de traverse (12) est élargi,
    - une rail (24) étant fixable dans chaque région d'appui de rail (16) au moyen d'un élément de tenu en bas (28) propre à engager un patin de rail, et
    - chaque région d'appui de rail (16) comprenant trois faces d'appui de rail (18) adjacentes selon la direction de l'extension du rail (24),
    caractérisée en ce qu'
    - au moins un élément de tenu en bas (28) est arrangé entre et au-dessus d'au moins une région partielle de faces d'appui de rail (18) adjacentes respectives de chaque région d'appui de rail (16).
  2. Traverse de chemin de fer selon la revendication 1, caractérisée en ce qu'au moins un profilé de renforcement (22) s'étend respectivement au-dessous des régions d'appui de rail (16) dans ledit corps de traverse (12).
  3. Traverse de chemin de fer selon la revendication 2, ledit profilé de renforcement (22) est arrangé de manière centrée par rapport à la région d'appui de rail (16), ou en ce qu'en cas de deux ou plusieurs profilés de renforcement (22), ceux-ci sont arrangés symétriquement et/ou centrique par rapport à la région d'appui de rail (16).
  4. Traverse de chemin de fer selon la revendication 2 ou 3, caractérisée en ce que ledit profilé de renforcement (22) ou chaque profilé de renforcement (22) comprend au moins une branche (30) s'étendant sensiblement à angle droit par rapport à la région d'appui de rail (16), et en ce qu'en cas d'un profilé de renforcement (22) à plusieurs branches (30) de ce type, ces branches (30) sont arrangées symétriquement par rapport à la région d'appui de rail (16).
  5. Traverse de chemin de fer selon l'une quelconque des revendications 2 à 4, caractérisée en ce que le corps de traverse (12) est réalisé comme un corps de traverse à deux blocs (12) comprenant deux blocs (14) respectivement ayant une région d'appui de rail (16), et en ce que lesdits profilés de renforcement (22) sont reliés entre eux par un profilé longitudinal (26) reliant les deux blocs (14).
  6. Traverse de chemin de fer selon l'une quelconque des revendications 1 à 5, caractérisée en ce que le profilé longitudinal (26) est protégé contre la corrosion par un enveloppe en matière plastique (32) dans sa partie située entre les deux blocs (14).
  7. Traverse de chemin de fer selon la revendication 6, caractérisée en ce que l'enveloppe en matière plastique (32) est muni d'un creux de logement (34) pour recevoir une ligne pilote.
  8. Traverse de chemin de fer selon l'une quelconque des revendications 1 à 7, caractérisée en ce que ledit corps de traverse (12) comprend de béton ou de béton polymérique.
  9. Traverse de chemin de fer selon les revendications 5 et 2 ou une des revendications précédentes comme rapportée aux revendications 5 et 2, caractérisée en ce que les blocs (14) comprend de matière plastique, et en ce que le profilé longitudinal (26) et, le cas échéant, aussi les profilés de renforcement (22) comprennent une surface sensiblement plane.
EP06119154A 2006-08-18 2006-08-18 Traverse de chemin de fer Not-in-force EP1897992B8 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
AT06119154T ATE487828T1 (de) 2006-08-18 2006-08-18 Bahnschwelle
DE502006008286T DE502006008286D1 (de) 2006-08-18 2006-08-18 Bahnschwelle
PL06119154T PL1897992T3 (pl) 2006-08-18 2006-08-18 Podkład kolejowy
EP06119154A EP1897992B8 (fr) 2006-08-18 2006-08-18 Traverse de chemin de fer

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP06119154A EP1897992B8 (fr) 2006-08-18 2006-08-18 Traverse de chemin de fer

Publications (3)

Publication Number Publication Date
EP1897992A1 EP1897992A1 (fr) 2008-03-12
EP1897992B1 true EP1897992B1 (fr) 2010-11-10
EP1897992B8 EP1897992B8 (fr) 2011-02-16

Family

ID=37025116

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06119154A Not-in-force EP1897992B8 (fr) 2006-08-18 2006-08-18 Traverse de chemin de fer

Country Status (4)

Country Link
EP (1) EP1897992B8 (fr)
AT (1) ATE487828T1 (fr)
DE (1) DE502006008286D1 (fr)
PL (1) PL1897992T3 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009046748A1 (fr) * 2007-09-25 2009-04-16 Msb-Management Gmbh Traverse de chemin de fer
DE102017207746A1 (de) * 2017-05-08 2018-11-08 Hyperion Verwaltung Gmbh Bahnschwelle aus Kunststoffblöcken und einem diese verbindenden Verbindungselement sowie Verfahren zum Erfassen von Informationen und/oder Daten

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB622776A (en) * 1946-04-04 1949-05-06 In Acc Sempl Impresa E Gibelli Railway sleeper of reinforced concrete
DE2200181A1 (de) * 1971-01-08 1972-08-17 Eisses Jacobus Albertus Querschwelle
CH620004A5 (en) * 1977-03-01 1980-10-31 Matico Sa Railway sleeper
DE10023389A1 (de) * 2000-05-12 2001-11-29 Pfleiderer Infrastrukturt Gmbh Doppelkreuz-Schwelle

Also Published As

Publication number Publication date
DE502006008286D1 (de) 2010-12-23
PL1897992T3 (pl) 2011-04-29
EP1897992B8 (fr) 2011-02-16
ATE487828T1 (de) 2010-11-15
EP1897992A1 (fr) 2008-03-12

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