EP2354302A2

EP2354302A2 - Embedded rail system

Info

Publication number: EP2354302A2
Application number: EP11153272A
Authority: EP
Inventors: Leon De Wilde
Original assignee: CDM NV
Current assignee: CDM NV
Priority date: 2010-02-03
Filing date: 2011-02-03
Publication date: 2011-08-10
Also published as: EP2354300A1

Abstract

Anti-noise and vibration-isolating device for continuously supported rails (1) in an embedded rail system for railway vehicles, wherein the rails (1) have a rail head (2) and a rail foot (3) connected to each other by a rail web (4) with two lateral sides (5), said rails (1) presenting a longitudinal web cavity (6) at least at one of the lateral sides (5) between the rail head (2) and the rail foot (3), whereby the anti-noise and vibration-isolating device comprises a longitudinal elastic boot (7) for covering the rail (1) and leaving the rail head (2) at least partially exposed, the boot (7) comprising at least one enveloping part (10) designed to extend on either side of the rail (1) so as to envelope at least the rail foot (3) and the two lateral sides (5) of the rail (1), the enveloping part (10) having an inner side (8), which at least partially fits close to the rail (1) installed in the boot (7), and having at least one longitudinal cavity (11), which corresponds to the longitudinal web cavity (6) of the rail (1) between the rail head (2) and the rail foot (3), whereby the longitudinal cavity (11) of the enveloping part (10) is located at its outer side, opposite to its inner side (8) and said boot (7) further comprises at least one elastic filling part (12) that is applied with strength into said longitudinal cavity (11) of the enveloping part (10) in order to secure the enveloping part (10) to the rail (1).

Description

The present invention concerns an anti-noise and vibration-isolating device for continuously supported rails in an embedded rail system for railway vehicles, wherein the rails have a rail head and a rail foot connected to each other by a rail web with two lateral sides, said rails presenting at least at one of said lateral sides a longitudinal cavity between the rail head and the rail foot, said cavity extending along the length of the rail.
The anti-noise and vibration-isolating device comprises a longitudinal elastic boot for covering substantially the entire length of the rail and leaving the top of the rail exposed, whereby it comprises at least one enveloping part designed to extend on either side of the rail so as to envelope at least the rail foot and two lateral sides of the rail.
The boot has an inner side corresponding to the inner side of the enveloping part, which at least partially fits close to the rail installed in the boot.
The boot has an outer side, which at least partially fits close to a shaft in the embedded rail system and which at least partially is exposed from the embedded rail system, when said rail is installed in the boot in the shaft of the embedded rail system.
As such the boot fixes the rail in the shaft in the embedded rail system, which is made of a solid material, in particular cast concrete. The boot is made of an elastic material, which is sufficiently rigid to enable to maintain the rail in its position when a vehicle passes over this rail.
The enveloping part further has at least one longitudinal cavity corresponding to the longitudinal cavity of the rail between the rail head and the rail foot.
Anti-noise and vibration-isolating devices for continuously supported embedded rails consisting of an elongated elastic boot that covers and supports the entire length of the rail are already well know in the art.
Often the elastic boot is made of recycled elastomeric material such as bound rubber granules. This has the advantage that the cost are much lower than for e.g. virgin rubber material. However, these recycled elastomeric materials are porous such that water can penetrate the boot. This can cause corrosion of the rails and/or electrical current leakage in electrified railways.
Furthermore, the required elastic properties of the boot are dependent on the specific position in relation to the enveloped and/or supported rail. Consequently, most enveloping boots are composed of different parts that have different properties. A boot composed of different enveloping parts will often result in the envelop of the rail not being watertight.
Most of these devices need to be fixed to the rail by additional fixing or clamping means before concrete is cast or pre-cast concrete is applied for permanently fixing the boot to the rail in an embedded rail system. Concrete thereby adheres to the boot. After the embedded rail system is installed, it is not possible anymore to lift out a rail without destroying the boot and/or the railway bed.
One of the main aims of the present invention is to provide a simple solution to remedy said major disadvantages.
To this end, the anti-noise and vibration-isolating device according to the invention comprises at least one elastic filling part applied with strength into the longitudinal cavity of the enveloping part, which is located at the outer side of the enveloping part, such that the enveloping part of the boot is fitted close to the rail, between the elastic filling part and the rail.
The above mentioned objects are realised by the anti-noise and vibration-isolating device having the specific features set out in claim 1. Specific features for preferred embodiments of the invention are set out in the dependent claims.
Other details and particularities of the invention will become clear from the following description, given by way of example only without being limitative in any way, of some special embodiments of the invention with reference to the accompanying drawings.

Figure 1 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to a first embodiment of the invention.
Figures 2A, 2B and 2C show a view in perspective of different steps for applying an enveloping part according to the first embodiment of the invention to a rail, wherein in a first step (figure 2A) the inner side of the enveloping part is opened and in a second step a rail is introduced (figures 2B and 2C).
Figure 3A shows a view in perspective similar as in figures 2A, 2B and 2C, wherein enveloping parts are closed around a rail that is placed on the bottom of the inner side of the enveloping part.
Figure 3B shows a close up view in perspective of the connection in figure 3A, which is made between two subsequent enveloping parts.
Figure 4 shows a view in perspective wherein the enveloping parts are secured to the rail by the filling parts.
Figure 5 shows a view in perspective of a rail provided with an anti-noise and vibration-isolating device according to the first embodiment of the invention as represented in figures 1 to 4.
Figure 6 shows a view in perspective of a rail provided with an anti-noise and vibration-isolating device according to a second embodiment of the invention.
Figure 7 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to a third embodiment of the invention in which a bearing plate is provided in the enveloping part.
Figure 8 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to a fifth embodiment, wherein the enveloping part consist of two parts that join each other under the rail foot.
Figure 9 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to a sixth embodiment, wherein the enveloping part consist of two parts that join each other above the rail foot.
Figure 10 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to a seventh embodiment of the invention, wherein a key element is provided to fix the boot in the shaft.
Figure 11 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to a variation of the first embodiment of the invention.
Figure 12 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to an eighth embodiment of the invention.
Figure 13 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to a ninth embodiment of the invention.
Figure 14 shows an exploded view of a rail provided with an anti-noise and vibration-isolating device according to the ninth embodiment of the invention.
Figure 15 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to a tenth embodiment of the invention.
Figure 16 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to an eleventh embodiment of the invention.
Figure 17 shows a cross sectional view of a rail provided with an anti-noise and vibration-isolating device according to an twelfth embodiment of the invention.

In the different figures, the same reference figures refer to the same or analogous elements.
In a general way, the invention concerns an anti-noise and vibration-isolating device for rails for railway vehicles in an embedded railway system. In these systems, rails are placed in a shaft, at a lower level than the surface of the rail bed. The rail bed is preferably made of pre-cast or cast-in-place concrete with possibly a pavement of asphalt or other top material. The surface of the rail bed corresponds to the surface of the road or pavement and is at approximately the same level as the upper surface of the rail head. Furthermore, the invention also relates to an embedded rail system for railway vehicles provided with said anti-noise and vibration-isolating device.
The anti-noise and vibration-isolating device comprises a resilient boot or elastic boot in which the rails are placed and which fits the rails in the rail bed. Further these boots continuously support the rails in the embedded railway system, substantially over the whole length of the rails.
The device is situated in a shaft in the rail bed together with the rail, and it comprises an elastic boot, which extends from one side of the rail head, over the rail foot up to the other side of the rail head, covering either side of the two lateral sides of the rail in such a way that it envelops the rail and leave the top of the rail head exposed. The elastic material of the boot is sufficiently rigid and is applied onto the sides of the rail with sufficient force so as to maintain the rail in position when a vehicle passes over said rail and to avoid moisture entering between the rail and the boot.
In a first embodiment of the invention, represented in figures 1 to 5, the anti-noise and vibration-isolating device comprises a longitudinal elastic boot 7 that continuously supports the rails 1 in a shaft in the embedded rail system, which shaft is made of solid material such as cast concrete. The boot 7 is able to maintain the rail 1 in position inside the shaft, whereby the elastic material of the boot 7 is sufficiently rigid to enable to maintain the rail 1 in its position when a vehicle passes over the rail 1.
The rails 1 have a rail head 2 and a rail foot 3 connected to each other by a rail web 4 having two lateral sides 5. At both lateral sides 5, the rail 1 has an elongated web cavity 6, which extends between the rail head 2 and the rail foot 3.
The rails 1 are covered by the boot 7 over substantially their entire length, thereby leaving the rail head 2 at least partially exposed from the boot 7 in order to allow the wheels of a railway vehicle to move over said embedded rails 1.
Furthermore, the boot 7 isolates the rail 1 from the shaft so as to avoid any contact between the rail 1 and the shaft. Preferably, the elastic boot 7 serves as an electric insulator, a vibration damper and a moisture barrier.
The boot 7 is composed of multiple preformed elastic components and is, preferably, applied to the rail 1 without the need for additional fixing means such as clamps, glue or other adhesives.
An elastic enveloping part 10 of the boot 7 envelops the rail 1, which is installed in the boot 7. The enveloping part 10 is designed to extend on either side of the rail 1 so as to envelope at least the rail foot 3 and the two lateral sides 5 of said rail 1. The inner side 8 of this enveloping part 10 fits close to the lateral sides 5 of the rail web 4 and the rail foot 3.
Preferably, the enveloping part 10 does not contain any void spaces at its inner side 8. The presence of void spaces in an elastic boot 7 may result is a suction force causing surrounding moisture to enter into the boot 7 when e.g. leakage occurs due to bad installation or local damage of the boot 7.
Further, the top part 15 of the enveloping part 10 forms a seal between the boot 7 and the rail head 2 such that the boot 7 fits to the rail head 2 in a watertight manner. The enveloping part 10 is, preferably, made of one piece, which extends from one side of the rail head 2 up to the other side of the rail head 2, over the lateral sides 5 of the rail web 4 and the rail food 3 thereby leaving the top 16 of the railhead 2 exposed.
For covering the full length of a rail 1, several elastic enveloping parts 10, 10' are installed one besides another, along the length of the rail 1 as represented in figure 3A. One part of the enveloping parts 10, 10' has a typically length of e.g. one meter. It is clear that other lengths are possible. Preferably, the enveloping parts 10, 10' overlap each other slightly by means of overlapping extensions 17, represented in figure 3B. In order to assure a watertight connection a sealing rib 13 is provided at one end of the enveloping part 10. The sealing rib 13 fits in a sealing recess 14 in a corresponding end of another, subsequent enveloping part 10'. In the first embodiment, the sealing rib 13 and the corresponding sealing recess 14 extend perpendicular to the longitudinal direction of the enveloping part 10 and are provided in overlapping extensions 17 of the enveloping parts 10.
The enveloping part 10 is made of an elastic material that is impermeable to water to protect the rail from moisture. Further, the enveloping part 10 is an electric insulator for avoiding leakage of electric current in electrified railways. Suitable elastic materials can be for example elastomeric material such as polyurethane, rubber, waste rubber granulates, recycled elastomeric material bound by polyurethane, or rubber granules which are mutually bound by means of an elastomeric resin, in particular polyurethane.
The enveloping part 10 may contain different zones A, B, C having different properties. As such the enveloping part 10 may contain horizontal zones fitting close to horizontal parts of the rail 1 and vertical zones fitting close to the vertical parts of the rail 1, wherein the horizontal zones of the enveloping part 10 have a lower density and/or stiffness than the vertical zones of said enveloping part 10. The enveloping part 10 may also comprise at least a first zone A exposed from the embedded rail system and fitting close to the vertical part of the rail head 2 and having a higher density and stiffness than a second zone B fitting close to the rail web 4, the underside of the rail head 2 and the upper side of the rail foot 3. Further, the enveloping part 10 may comprise a third zone C which fits close to the bottom of the rail foot 3 and has a higher density and stiffness than the second zone B fitting close to the rail web 4.
Preferably, the enveloping part 10 is made of vulcanized rubber material, which is impermeable to moisture and is a good electrical isolator. Alternatively, the enveloping part 10 may be fabricated from moulded, extruded or casted rubber or other appropriate elastomeric material.
An advantage of vulcanised rubber is that different densities can easily be obtained in one piece of material by e.g. increasing the amount of material to be vulcanised at locations where a higher density is required. A higher density results in a higher stiffness of the elastic material. This allows designing an enveloping part 10 made of one piece containing multiple zones that have different elastic properties. As such the enveloping part can be made of one piece of vulcanised rubber having different zones A, B and C with a different density and/or stiffness.
Optionally, the enveloping part 10 may contain three zones, represented in figure 1. A first zone A corresponds to the top part 15 of the enveloping part 10 and is exposed from the shaft of the embedded railway system when a rail 1 with the boot 7 is installed in the shaft. This first zone A fits close to the vertical part 18 of the rail head 2, which part 18 of the rail head 2 is located between the exposed top 16 of the rail head 2 and the underside 19 of the rail head 2. This first zone A of the enveloping part 10 has a higher density and stiffness than a second zone B fitting close to the rail web 4, the underside 19 of the rail head 2 and the upper side 20 of the rail foot 3. The higher density of this top part 15 results in a higher stiffness. Consequently, the exposed surface 15 of the enveloping part 10 has an increased resistance to wear. Optionally, longitudinal grooves 21, which are preferably parallel to the rails 1, may be provided in the surface of the top part 15.
Furthermore, a third zone C of the enveloping part 10 is located under the rail foot 3. The density and stiffness of this part C is chosen dependent on e.g. the expected load on the railway track and/or the required damping of vibrations.
At the inner side 8 of the enveloping part 10, a gap 24 may be provided in order to facilitate access to the inner side 8 of the enveloping part 10 and to allow to insert a rail 1. The gap 24 extends over the entire length of the enveloping part 10 so as to form an elongated weaker zone in the enveloping part 10 which in turn forms a hinge. The hinge allows to rotate a part of the enveloping part 10 in order to open the enveloping part 10 and to expose the inner side 8, as shown in figures 2A and 2C. This allows to easily wrap the enveloping part 10 around a rail 1. As such, a rail 1 can be inserted in the enveloping part 10 and placed on the bottom of the enveloping part 10.
The gap 24 is preferably located near one of the sides of the rail foot 3 of a rail 1 installed in the enveloping part 10. After opening the enveloping part 10, the bottom of the inner side 8 of the enveloping part 10 is placed against the underside of the rail foot 3. The inner side 8 is closed again by rotating the rotated part of the enveloping part 10 back in its original position until the inner side 8 fits close to the rail 1, as shown in figure 3A.
Alternatively, the gap 24 may be provided at the outer side of the enveloping part 10. The gap 8 may also be provided on the bottom of the enveloping part 10 or several elongated gaps 24 parallel to each other may be provided.
The boot 7 further comprises at least one elastic filling part 12 installed in a longitudinal cavity 11 of the enveloping part 10, between the rail head 2 and the rail foot 3, as represented in figure 4. This longitudinal cavity 11 corresponds to the rail web cavity 6, which is the hollow space between the rail head 2 and the rail foot 3. According to this first embodiment, the rail 1 has at each of its lateral sides 5 a rail web cavity 6 such that the enveloping part 10 also has at each side a corresponding longitudinal cavity 11, as shown in figures 1 to 5.
The enveloping part 10 is fitted close to the rail foot 3, each of the lateral side 5 of the rail web 4 and the rail head 2 by applying at each side a filling part 12 in the cavity 11. As such the filling part 12 is clamped together with the enveloping part 10 between the underside 19 of the rail head 2 and the upper side 20 of the rail foot 3.
The enveloping part 10 has in each of its longitudinal cavities 11 between the rail head 2 and the rail foot 3 two longitudinal protruding ribs 33, which fit in a longitudinal depression 34 of the filling part 12. The filling part 12 comprises a longitudinal recess 32 at the outer side 9 to allow to elastically deform the filling part 12 such that when the filling part 12 is applied to the boot 7 in the cavity 11 of the enveloping part 10 the ribs 33 mesh in the depressions 34. The ribs 33 and depressions 34 form abutments 40, which prevent that the filling part 12 is released out of the cavity 11, after that the filling part 12 is pressed with strength into the cavity 11. It is clear that protruding ribs 39 may also be provided in the filling part 12 while depressions 38 may be provided in the enveloping part 10 as shown in the embodiment of figure 11. Preferably, the protruding ribs 33 or 39 and/or depressions 34 or 38 extend over the entire length of the boot 7, the filling part 12 and/or the enveloping part 10.
Longitudinal means that it is running lengthwise, i.e. running or extending in the direction of the length of the boot 7, the filling part 12 and/or the enveloping part 10.
Preferably, the filling part 12 consists of at least one elastic beam extending over practically the entire length of the enveloping part 10. The filling part 12 may extend over more than one enveloping part 10, e.g. over two subsequent enveloping parts 10, 10', such that it also secures the connection between these two subsequent enveloping parts 10, 10'. Optimally, the filling part 12 overlaps with at least two subsequent enveloping parts 10, 10' and has a length that is equal to the length of the overlapping part 10, 10'.
At each of the lateral sides 5 of the rail web 4, filling parts 12 are installed along the entire length of the rail 1.
In this first embodiment, the elastic filling part 12 is made of recycled elastomeric material such as bound rubber granules. It is not necessary that the filling part 12 is impermeable to water since the enveloping part 10 will already prevent that water enters the inner side 8 of the enveloping part 10, between the enveloping part 10 and the rail 1. The filling part 12 may be composed of several elements that fit to each other.
The outer side 9 of the boot 7, opposite to the inner side 8 of the enveloping part 10 of the boot 7, at least partially fits close to a shaft of the embedded rail system in which the boot 7 with the rail 1 is installed.
The boot 7 is at least partially exposed from the embedded rail system, when said rail 1 is installed in the boot 7 in the shaft of the embedded rail system. In particular, the top part 15 of the enveloping part 10, which fits close to the rail head 2, corresponds to the upper side 28 of the outer side 9 of the boot 7 and is exposed from the shaft. This top part 15 has an increased resistance to wear and is, preferably, provided with longitudinal grooves 21 extending in the longitudinal direction, along the length of the rail 1.
The outer side 9 of the boot 7 has an underside 29, which rests on the bottom of the shaft.
The outer side 9 of the boot 7 further has two lateral sides 26, which fit close to the lateral walls of the shaft. Preferably, the lateral outer sides 26 are inclined by an angle of approximately 2° such that the boot 7 has a transversal, trapezoidal section, which gradually narrows from the upper side 28 towards its underside 29. As such, the shaft has also a transversal, trapezoidal section, which gradually narrows towards its bottom and has slightly inclined lateral walls.
In order to fix the rail 1 with the boot 7 in the shaft, the outer side 9 of the boot 7 has a longitudinal recess 32 in which the wall of the shaft extends. As such the recess 32 may be located in the filling parts 12 and may be filled with e.g. concrete when the rail 1 with the boot 7 is cast in a concrete rail bed. A key element 30 may be provided, which extends in both a recess in the wall of the shaft and the recess 32 in the boot 7.
A second embodiment, represented in figure 6, mainly differs from the first embodiment in that the enveloping parts 10, 10' do not overlap each other. One end of the enveloping part 10 has a border with a sealing rib 13 which fits in a sealing recess 14 of a border of an end of another, subsequent enveloping part 10'.
A third embodiment, represented in figure 7, mainly differs from the previous embodiments in that a large longitudinal bottom recess 27 is provided at the bottom of the enveloping part 10 in which a bearing plate 23 made of an elastic material is inserted such that the rail foot 3 of a rail 1 installed in the enveloping part 10 of the boot 7 rests on this bearing plate 23. As such the bearing plate 23 fits close to the underside 22 of the rail foot 3. The elastic properties of the bearing plate 23 can easily be chosen dependent on the required damping of vibrations.
A fourth embodiment, not represented in the figures, differs form the first and the second embodiments in that the inner side 8 of the enveloping part 10 is provided with small recesses such that the surface of the inner side 8 only partially fits close to the surface of the rail 1.
A fifth embodiment of the invention, represented in figure 8, differs form the previous embodiments in that, the enveloping part 10 is made of at least two parts 35 and 36 that are secured to each other along a join 37 extending over the entire length of the enveloping part 10. In this embodiment, the enveloping part 10 is made of a first part 35 that is located at one side of the rail 1 and a second part 36 that is located at the opposite side of the rail 1.
The first part 35 extends from one side of the rail head 2, over one of the lateral sides 5 of the rail web 4, up to the underside 22 of the rail foot 3. The second part 36 extends from the other side of the rail head 2, over the other lateral side 5 of the rail web 4, up to the underside 22 of the rail foot 3. Both parts 35 and 36 are fixed to each other at the underside 22 of the rail foot 3 along a join 37.
The parts 35 and 36 are secured to each other such that the join 37 seals firmly the enveloping part 10. Preferably, the parts 35 and 36 overlap each other by means of an overlapping extension. In order to assure a watertight connection a sealing rib is provided on one of the parts 35 or 36, which fits in a sealing recess in the other part 35 of 36.
It is clear that both parts 35 and 36 may also be fixed to each other by other means such as e.g. glue or clamps. However, a securing system with a rib that clicks into a recess is preferred.
A sixth embodiment of the invention, represented in figure 9, differs form the fifth embodiments in that the join 37 is located at the upper side 20 of the rail foot 3, between the rail foot 3 and a filling part 12. This has the advantage that the join 37 between both parts 35 and 36 is located in a longitudinal cavity 11 of the enveloping part 10 such that it can be secured by a filling part 12.
The boot can be applied to the rail 1 by first applying a first part 35 of the enveloping part 10. This first part 35 extends from the rail head 2, over one side of the rail 1 and the rail foot 3, up to the upper side 22 of the rail foot 3 on the other side of the rail 1. As such this part 35 is elastically deformed and snaps back around the rail foot 3. An elastic filling part 12 is applied in the longitudinal cavity 11 of the first part 35 of the enveloping part 10 to fix firmly this first part 35 to the rail 1. The second part 36 of the enveloping part 10 is applied to the other side of the rail 1 and extends from the rail head 2 up to the first part 25. The second part 36 is secured by applying an elastic filling part 12 in the longitudinal cavity 11 of this second part 36. The elastic filling part 12 also secures the join 37 between the parts 35 and 36. As such the elastic filling part 12 may cover and seal the join 37.
A seventh embodiment of the invention, represented in figure 10, differs form the previous embodiments in that, the boot 7 further also comprises a longitudinal key element 30 extending over the entire length of the boot 7. This key element 30 fixes the rail 1 with the boot 7 in the shaft of the embedded rail system and allows releasing the rail 1 with the boot 7 from the shaft without destruction of the enveloping part 10, the filing part 12 or the shaft.
In order to initially fix a rail 1 with the boot 7 in the embedded rail system, the boot 7 including the expanded key element 30 may be cast in concrete. As such, the key element 30 pushes with strength the outer side 9 of the boot 7 at least partially against the lateral walls of the shaft. As a result thereof, the boot 7 with the rail 1 is entrapped in the shaft.
In order to release the boot 7 and the rail 1 from the shaft, the volume of the key element 30 is reduced. This reduces the volume of the boot 7 resulting in the outer side 9 of the boot 7 coming loose from the walls of the shaft. The key element 30 will no longer push the outer side 9 of the boot 7 against the lateral walls of the shaft.
The lateral outer sides 26 are inclined by an angle of approximately 2° such that the boot 7 has a transversal, trapezoidal section, which gradually narrows from the upper side 28 towards its underside 29. Furthermore, the shaft has also a transversal, trapezoidal section, which gradually narrows towards its bottom and has slightly inclined lateral walls. This will allow to easily lift the boot with the rail out of the shaft.
According to this embodiment of the invention, the longitudinal key element 30 comprises a hollow compartment filled with a liquid, which liquid is released from the compartment in order to reduce the size of the key element 30. Preferably, the hollow compartment consist of an elastic body. The liquid can be release e.g. by opening the compartment and letting the liquid to flow out of the compartment. This results in the collapsing of the compartment such that its volume reduces. An impermeable foil 25, e.g. made of PVC, may be provided at the bottom of the shaft in order to catch the liquid.
When a rail 1 is reinstalled in the shaft, the key element 30 can be placed between the filling part 12 of the boot 7 and the wall of the shaft. As such the key element 30 forms part of the outer side 9 of the boot 7. The boot 7 is fixed in the shaft by expanding the key element 30, which is done by pumping liquid in the hollow compartment.
Preferably, the key element 30 forms a protruding part 31 of the elastic boot 7, which penetrates in a recess in the shaft in order to fix the boot 7 with the rail 1 in the shaft and, which extends beyond the lateral outer sides 26 of the boot 7. As such, the key element 30 enters both in a longitudinal recess provided in the wall of the shaft and in a corresponding longitudinal recess 32 provided in the filling part 12 of the boot 7.
An eighth embodiment of the invention, represented in figure 12, mainly differs from the first embodiment in that the depressions 34 are formed on the edges of the filling part 12. Similar as in the first embodiment, the abutments 40 prevent that the filling part 12 is released out of the cavity 11 after that the filling part 12 is pressed with strength into the cavity 11. The enveloping part 10 is provided with a longitudinal rib 33 that forms a first abutting end. The edge of the filling part 12 at the depression 34 forms a second abutting end. Both ends abut when the filling part 12 is installed in the cavity 11 of the enveloping part 10.
Further the boot 7 of this eighth embodiment is provided with a bearing plate 23 at its underside 29. To this end the enveloping part 10 is provided at its outer side with longitudinal bottom recess 27 in which the bearing plate 23 is placed under the rail foot 3.
A ninth embodiment of the invention, represented in figures 13 and 14, mainly differs from the eighth embodiment in that the depressions 34 are formed by the edges of the filling part 12 that are turned towards the outer side 9 of the boot 7 when the filling parts 12 are installed in the cavity 11 of the enveloping part 10.
A tenth embodiment of the invention, represented in figure 15, mainly differs from the ninth embodiment in that the enveloping part contains longitudinal tubular recesses 41 in the part that is located under the rail foot 3, in stead of a bearing plate 23.
An eleventh embodiment of the invention, represented in figure 16, mainly differs from the ninth embodiment in that the filling parts 12 contain longitudinal tubular recesses 42. These recesses may extent over the entire length of the filling part 12.
For installing on-site an embedded rail system according to the invention optimally the well know top down method can be used. In this method, the enveloped rails 1 are positioned after which concrete is cast around the boots 7 with the rails 1 installed. In this way a shaft is formed in a concrete bed in which the rails 1 are embedded. The cast concrete results in an extra force, which pushes against the outer side 9 of the boot 7 and consequently also the inner side 8 of the enveloping part 10 against the rail.
Possibly the lateral sides 26 of the outer surface 9 of the boot 7 have recesses for receiving concrete in order to fix the boot 7 in the shaft.
The anti-noise and vibration-isolating device according to the invention is also very suitable to be applied to rails 1 that have been installed on-site without a boot 7. As such, in a first step, the rail 1 is suspended in a desired position. In a second step, the boot 7 is applied to the suspended rail 1. In a third step, when the rail 1 with the boot 7 is suspended in the correct position, concrete is cast around the enveloped rails 1 to fix and to embed the rail 1 in the railroad bed.
Alternatively, the rails 1 and boots 7 may also be embedded in advance at a remote location in order to obtain a prefabricated embedded rail module which is transported and installed as such on the site.
In order to avoid that the boot 7 sticks to the casted concrete a non sticking coating may be provided at its outer side 9. This will allow to remove the rail 1 with the boot 7 out of the shaft for repair or replacement of the rails 1 without destruction of the boot 7 or the concrete rail bed. It is clear that the rail 1 with the boot 7 can also be cast in concrete without this additional measure if it is desired that the concrete adheres to the boot 7.
Furthermore, it is also possible to place the rails 1 with the boots 7 in existing shafts of a rail bed. Hence, a precast concrete slap having a shaft adapted for receiving the rails 1 that are enveloped with a boot 7 can be used as rail bed.
Naturally, the invention is not restricted to the embodiments and methods described above and represented in the accompanying drawings. Thus, different elements of the described embodiments may be combined with each other.
The invention is also not limited to grooved rails as shown in figures 1 to 16, but also extends to other types of rails such as e.g. vignola rails as shown in figure 17 representing a twelfth embodiment of the invention.
Further, the filling parts 12 may also contain one or more gaps such as recesses, blind holes or cut outs 42, 42', 42", as represented by the dashed lines in figures 7, 15, 16. These gaps 42, 42', 42" may be provided at the side that is fitted to the inside of the longitudinal cavity 11 of the enveloping part 10. The advantage of these gaps 42, 42', 42" is that less material is needed for the manufacturing of the filling parts 12 and also that the rigidity of the filling parts 12 can be influenced.

Claims

Anti-noise and vibration-isolating device for continuously supported rails (1) in an embedded rail system for railway vehicles,
said rails (1) having a rail head (2) and a rail foot (3) connected to each other by a rail web (4) with two lateral sides (5), said rails (1) presenting a longitudinal web cavity (6) at least at one of said lateral sides (5) between the rail head (2) and the rail foot (3),
said anti-noise and vibration-isolating device comprising a longitudinal elastic boot (7) for covering the rail (1) and leaving the rail head (2) at least partially exposed,
said boot (7) comprising at least one enveloping part (10) designed to extend on either side of the rail (1) so as to envelope at least the rail foot (3) and the two lateral sides (5) of said rail (1),
said enveloping part (10) having an inner side (8), which at least partially fits close to the rail (1) installed in the boot (7), and having at least one longitudinal cavity (11), which corresponds to the longitudinal web cavity (6) of the rail (1) between the rail head (2) and the rail foot (3), characterised in that
said longitudinal cavity (11) of the enveloping part (10) is located at its outer side, opposite to its inner side (8),
said boot (7) further comprises at least one elastic filling part (12) that is applied with strength into said longitudinal cavity (11) of the enveloping part (10) in order to secure the enveloping part (10) to the rail (1) and
whereby the boot (7) comprises at least one longitudinal protruding rib (33, 39) and/or at least one longitudinal depression (34, 38) for securing the filling part (12) in the longitudinal cavity (11) of the enveloping part (10).
Device according to claim 1, whereby substantially the entire length of the enveloping part (10) is provided with one or more elastic filling parts (12).
Device according to claim 1 or 2, whereby the boot (7) comprises at least one protruding rib (33, 39) and at least one corresponding longitudinal depression (34, 38), whereby the protruding rib (33, 39) meshes with the longitudinal depression (34, 38) in order to secure the filling part (12) in the longitudinal cavity (11) of the enveloping part (10).
Device according to one of the preceding claims, whereby the filling part (12) has a stiffness that is higher than the stiffness of the enveloping part (10) in a zone between the filling part (12) and the rail head (2).
Device according to one of the preceding claims, whereby said enveloping part (10) is made of at least two parts (35, 36) that are secured to each other along a join (37) that extends over the entire length of the enveloping part (10).
Device according to claim 5, whereby said join (37) is located in the longitudinal cavity (11) of the enveloping part (10), preferably at the upper side (20) of the rail foot (3).
Device according to one of the preceding claims, whereby said enveloping part (10) is made of vulcanised rubber having different zones (A, B, C) with a different density and/or stiffness.
Device according to one of the preceding claims, whereby said enveloping part (10) comprises a longitudinal bottom recess (27) located under the rail foot (3) of a rail (1) installed in said boot (7), which bottom recess (27) is provided with a bearing plate (23) made of an elastic material, on which the rail (1) rests, whereby preferably said bottom recess (27) is provided at the inner side (8) of the boot (7), between the boot (7) and the rail foot (3) such that said bearing plate (23) is fitting close to the rail foot (3) and the enveloping part (10) of the boot (7).
Device according to one of the preceding claims, whereby the boot (7) is at least partially exposed from the embedded rail system and said enveloping part (10) has an exposed surface (15) located beside the rail head (2) of a rail (1) installed in said boot (7), which exposed surface (15) has a higher density, stiffness and resistance to wear compared to the inner side (8) of the enveloping part (10).
Device according to one of the preceding claims, whereby the boot (7) contains a longitudinal key element (30) extending over substantially the entire length of the boot (7), wherein the key element (30) presses with strength at least partially the boot (7) in the shaft, in order to entrap the boot (7) with the rail (1) in the shaft, when the rail (1) is installed in the embedded rail system.
Device according to claim 10, whereby said longitudinal key element (30) comprise a hollow compartment filled with a liquid, which liquid is released from the compartment in order to reduce the volume of the key element (30).
Device according to one of the preceding claims, whereby the elastic boot (7) has at least one protruding part (31), which penetrates in a recess in the shaft and, which, preferably, extends over the entire length of the boot (7).
Device according to one of the preceding claims, whereby it comprises multiple enveloping parts (10, 10'), connected to each other and extending in prolongation of each other along the length of the rail (1) such that an end of a first enveloping part (10) overlaps at least partially with an end of a subsequent enveloping part (10').
Device according to claim 13, whereby a sealing rib (13) provided at one end of the enveloping part (10) meshes with a sealing recess (14) provided at the end of a subsequent enveloping part (10'), in order to provide a watertight connection between two subsequent enveloping parts (10, 10').
Method for covering a rail with a longitudinal elastic boot (7) for use as continuously supported rail (1) in an embedded rail system for railway vehicles, said rails (1) having a rail head (2) and a rail foot (3) connected to each other by a rail web (4) with two lateral sides (5), said rails (1) presenting a longitudinal web cavity (6) at least at one of said lateral sides (5) between the rail head (2) and the rail foot (3),
wherein the rail (1) is enveloped with an enveloping part (10) of the boot (7) such that it extends on either side of the rail (1) so as to envelope at least the rail foot (3) and the two lateral sides (5) of said rail (1), thereby leaving the rail head (2) at least partially exposed, and such that an inner side (8) of said enveloping part (10) is at least partially fitted close to the rail (1), characterised in that
at least one elastic filling part (12) of the elastic boot (7) is applied with strength into a longitudinal cavity (11) of the enveloping part (10) corresponding to the longitudinal web cavity (6),
whereby the elastic filling part (12) is fixed in said longitudinal cavity (11) of the enveloping part (10) by at least one longitudinal protruding rib (33, 39) and/or at least one longitudinal depression (34, 38) of the boot (7) thereby securing the enveloping part (10) to the rail (1).
Method for releasing a rail covered with an elastic boot (7) according to any of the preceding claims, whereby a key element (30) with an adjustable volume has been provided in the elastic boot (7), whereby
- the boot (7) has an expanded volume when the volume of the key element (30) is expanded, in order to apply with strength the boot (7) in the shaft when the rail (1) is installed in the boot (7) in the embedded rail system and

- the boot (7) has a reduced volume when the volume of the key element (30) is reduced, in order to release the boot (7) with the rail (1) from the shaft when the rail (1) is to be removed from the embedded rail system.