EP2665864B1 - Procédé pour fabriquer une voie ferrée noyée - Google Patents

Procédé pour fabriquer une voie ferrée noyée Download PDF

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Publication number
EP2665864B1
EP2665864B1 EP12703611.9A EP12703611A EP2665864B1 EP 2665864 B1 EP2665864 B1 EP 2665864B1 EP 12703611 A EP12703611 A EP 12703611A EP 2665864 B1 EP2665864 B1 EP 2665864B1
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EP
European Patent Office
Prior art keywords
rail
concrete
track bed
filler
machining
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EP12703611.9A
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German (de)
English (en)
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EP2665864A1 (fr
Inventor
Gerrit Marinus Van Der Houwen
Paulus Bonifatius Maria LANGE
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Edilon Sedra BV
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Edilon Sedra BV
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Publication of EP2665864A1 publication Critical patent/EP2665864A1/fr
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/005—Making of concrete parts of the track in situ

Definitions

  • the present invention relates to a method for manufacturing an embedded rail track with a continuous and elastically supported rail embedded in a continuous concrete track bed.
  • embedded rail systems are generally known in the field of railway tracks for e.g. train, tram, metro, crane and other railbound vehicle applications.
  • the resilient behaviour of the elastic support for the rails, both in vertical and lateral direction, e.g. allows for reduction of noise and vibration.
  • a concrete track bed is made, e.g. using a slipform machine, with open-topped channels wherein the rails is placed. Then a pourable resilient compound is poured. This compound cures over time in the channel with the rail. This compound remains permanent elastic. The compound bonds to the rail and in cured state provides continuous vertical and horizontal elastic support to the rail.
  • EP 1 916 336 discloses a method for manufacturing an embedded rail track with a continuous and elastically supported rail embedded in a continuous concrete track bed, wherein a rail has a head, a web and a foot.
  • a pre-aligned rail is provided with filler blocks on opposed sides of the web as well as with an elastic strip underneath the foot.
  • the concrete track bed is poured and allowed to harden so that the pre-aligned rails is embedded in the concrete track bed.
  • the filler blocks each have a removable top portion that covers the respective lateral side of the rail head prior to pouring of the concrete. After the concrete track bed has hardened the top portions are removed and the voids created by removal of the top portions are filled with a pourable resilient compound which cures over time and has permanent elasticity.
  • the present invention aims to provide an improved method for manufacturing an embedded rail track with a continuous and elastically supported rail embedded in a continuous concrete track bed.
  • the present invention achieves this aim by providing a method according to claim 1.
  • one or more pre-aligned rails are provided with filler blocks on opposed sides of the web as well as with an elastic strip underneath the foot, and a concrete track bed is poured and allowed to harden thereby embedding said one or more pre-aligned rails in the concrete track bed.
  • each filler block and the hardened concrete track bed a layer of the filler block is removed by machining to create a void down to the level of the elastic strip.
  • voids that are created by said machining are then filled by pouring into the voids a pourable resilient compound which cures over time and has permanent elasticity.
  • the filler blocks can be of low cost as they need not have a permanent elastic property to obtain the desired elastic support of the rail.
  • the presence of the filler blocks - after the machining step - allows for the use of a limited volume of rather expensive resilient compound to obtain the desired permanent elastic support for the rail, which elastic support is in lateral direction primarily determined by said compound and in vertical direction by the elastic strip underneath the foot of the rail.
  • the filler blocks and the elastic strip are separate parts, that are mounted onto the rail, e.g. by clamping.
  • the filler blocks and elastic strip are interconnected similar to a jacket or the elastic strip is integrated with one of the filler blocks.
  • the filler blocks have a length between 0.5 and 3 meters, e.g. 1.2 meter.
  • the filler blocks are made of a plastic foam material, more preferably a rigid plastic foam material, e.g. a polyurethane rigid foam.
  • the method of the invention allows to achieve a good electrical insulation of the rail, as the compound preferably has an electrical insulating property and fills any joints between the filler blocks, possibly also joints between the elastic strip and the filler blocks. This is e.g. beneficial in view of electrical stray currents, e.g. when the track is used for a metro or tram.
  • the resilient compound is a polyurethane based compound, e.g. including cork granules.
  • the machining of the filler blocks is performed by a brush, preferably a rotating steel wire disc brush.
  • the brush will gradually remove material from the filler block, the thickness of the brush preferably being such that it corresponds to the thickness of the layer to be removed from the filler blocks.
  • a machine having two spaced apart brushes or other machining tools may be used to remove the layers at both sides simultaneously.
  • a rotating disc saw may be used or a chain saw type machine or any other suitable machining tool.
  • the filler blocks each have a top portion that covers the respective lateral side of the rail head prior to the pouring of the concrete, and - after the concrete track bed has hardened - the top portion of each filler block is removed.
  • the void created by the removal of each top portion is also filled with said pourable resilient compound. Possibly the void created by removal of a top portion is filled with another compound than the void at the lateral side of the filler block.
  • the top portions of the filler blocks each have a greater lateral dimension than the thickness of the layer of the filler block that is removed by machining at said boundary with the concrete. This avoids contact between the rail head and the machining tool when the top portions remain in place during said machining.
  • the filler blocks each have a lower portion that covers or overlaps at least partially the lateral side of the elastic strip that is present underneath the foot, and the removal by machining of said layer of filler block includes removal of said lower portion.
  • the void at the boundary can be made - if desired - to extend just as deep in the concrete track bed as the bottom side of the elastic strip. This e.g. enhances the electrical insulation and/or the lateral elastic support.
  • the sides of the rail head and opposed portions of the concrete track bed are cleaned and possibly treated with a primer that enhances the bond with the compound. Due to the high quality adherence e.g. ingress of water can be avoided.
  • support and alignment portals or jiggs from which the rail or rails is/are kept suspended during the pouring of the concrete track bed. This is known in the art as the top - down method.
  • the filler blocks have a preformed cut therein which separates the top portion to be removed from the remainder of the filler block except for a bridge near the lateral face of the filler block, such that upon removal by machining of said layer at the boundary with the track bed said bridge is fully or at least for 50% removed, thereby facilitating the removal of said top portion.
  • This e.g. allows to predefine the size of the top portion that is to be removed, e.g. avoiding the removal of an undersized top portion.
  • one or preferably both of the filler blocks each have on the lateral face thereof an elongated protective strip, e.g. as described in EP1988213 .
  • the strip is preferably a steel strip, but other materials are also possible.
  • the strip is connected to the lateral face of the filler block, e.g. by an adhesive.
  • the filler block does not extend over the height of the lateral face but is shorter so as to leave the bottom region of the lateral face exposed.
  • the strip extends essentially over the length of the filler block, e.g. slightly shorter than the filler block when the strip is of metal.
  • the strip extends in an upper corner region of the filler block, preferably so as to have a top face that is level with the adjacent top face of the track bed (e.g. with a concrete top face of the concrete track bed or with the top face of a road surface layer, e.g. of asphalt or bricks on top of the concrete track bed).
  • the strip has anchoring members protruding sideways, e.g. horizontally or angled downwards, from the protective strip, e.g. at least 3 centimeters sideways from the strip, e.g. embodied as hooks, loops, rods (e.g. with a thickened end portion), etc, to obtain a reliable anchoring in the track bed.
  • a road surface layer is placed on top of the concrete track bed, e.g. an asphalt layer, possibly prior to the steps of removal of the layers from the filler blocks and filling the voids with pourable resilient compound.
  • the invention also relates to an embedded rail track with one or more continuous elastically supported rails manufactured according to the invention.
  • Figure 1 shows an example of a steel rail 1 for a rail-bound vehicle, e.g. for tram, metro, train, etc.
  • the rail 1 is destined to be integrated in an embedded rail track, e.g. with two parallel rails 1, with continuous elastically supported rails that are embedded in a continuous concrete track bed.
  • the rail 1 has a head 2, a web 3, and a foot 4.
  • the head 2 and the foot 4 are substantially broader than the web 3, so that on each lateral side of the rail 1 there is a longitudinal recess 6, 7.
  • the rail 1 shown as an example here is a so-called grooved rail having a groove 10 in the rail head 2.
  • the rail 1 may also have a different shape, e.g. without groove 10 and/or with other dimensions of the rail head, web, and/or foot.
  • an example of an elastic strip 15 has been mounted onto the rail 1 and extends underneath the foot 4.
  • the strip 15 has lateral flanges 15a, b that are adapted to be clamped around the lateral sides of the foot 4.
  • the strip is of elastic material that is suitable to provide continuous elastic support in vertical direction for the rail 1.
  • These strips 15 are known in the art and can have a static and dynamic stiffness depending on the desired elastic properties of the rail support.
  • filler blocks 20 and 25 are mounted to the rail 1.
  • the filler blocks 20, 25 are clampingly fitted in the recesses 6, 7.
  • the strip 15 could extend on the upper side of the foot on both sides of the web of the rail, a filler block then clamping the strip onto the upper face of the foot.
  • the strip 15 has no lateral clamping flanges 15a, b but is held by another clamping member onto the rail, or by an adhesive.
  • an additional clamping strip is provided that has clamping flanges 15a, b, the elastic strip 15 being arranged between said additional clamping strip and the rail foot 4.
  • filler blocks 20, 25 are of rigid material, as the blocks themselves do not need to have permanent elastic properties that contribute to the elastic support for the rail 1.
  • the filler blocks 20, 25 do not include rubber.
  • blocks 20, 25 are made of a plastic foam material, most preferably a rigid plastic foam material, such as rigid polyurethane foam.
  • such blocks 20, 25 are cut from thick sheets or plates of rigid plastic foam material.
  • the filler blocks have a very low water absorption.
  • the filler blocks 20, 25 have a length between 0.5 and 3 metres to facilitate handling of the blocks 20, 25 during installation.
  • the rigid foam filler blocks 20, 25 have a preformed cut 21 therein at the side to be introduced and clamped in the recess of the rail.
  • the cut 21 is adapted to provide some flexibility to said portion of the block 20, 25 so that the filler block will remain in place based on the clamping effect alone on the pre-aligned rail.
  • the lateral sides of the filler blocks 20, 25 are shown here to be planar and parallel. However other embodiments are also possible, e.g. with non-parallel and/or non-planar vertical sides, e.g. the lateral sides tapering upwards to a smaller cross-sectional dimension of the assembly and/or the lateral sides having one or more longitudinal ribs or other formations that cause an uneven surface in the concrete, e.g. to enhance the engagement of the compound with the concrete track bed.
  • the elastic strip 15 and/or the filler blocks 20, 25 can also be held in a different, possibly temporary, manner on the rail 1, e.g. using adhesive, clips, tie-wraps, etc prior to the pouring of the concrete into which the assembly of figure 3 is to be embedded..
  • the filler blocks 20, 25 are - as is a preferred embodiment - shaped such that they each have a top portion 20a, 25a that covers the respective lateral side of the rail head 2. As is preferred, these top portions 20a, 25a are later removed prior to the pouring of the compound.
  • the filler blocks 20, 25 are - as is a preferred embodiment - shaped such that they each have a lower portion 20b, 25b that covers the side of the elastic strip 15.
  • the lower portion 20b, 25b extends down to the bottom side of the strip 15, but an embodiment with less overlap in vertical direction between the strip 15 and the lower portion 20b, 25b is also possible. Then the concrete will lock-in the elastic strip 15 in horizontal direction, which may be beneficial.
  • the filler blocks 20, 25 each have a preformed cut 27 therein which separates the top portion 20a, 25a to be removed from the remainder of the filler block except for a bridge near the outer side face of the filler block.
  • the assembly in the condition as shown in figure 3 is held in a pre-aligned state prior to the pouring of the concrete in which the assembly is to be embedded.
  • the top - down method can be used, wherein use is made of support and alignment portals or jigs (not shown) from which the assembly, or commonly multiple assemblies at the correct gauge between the rails, is suspended, e.g. above a concrete foundation that was installed earlier.
  • Figure 4 illustrates that the concrete 30 has been poured, here underneath and at each of the sides of the assembly of figure 3 .
  • the concrete is poured up to the top face of the filler blocks 20, 25.
  • the top level of the concrete track bed could be lower, e.g. allowing for an additional cover layer, e.g. a non concrete road surface, to be placed on top of the concrete track bed.
  • the poured concrete 30 is now allowed to harden.
  • Figure 5 illustrates the step of removing a layer of the lateral side of the filler block by machining away said layer at the boundary between each filler block and the concrete track bed. As is shown in figure 5 in this manner a void 40, 45, preferably narrow and deep slot, is formed. The machining is performed so deep that even the lower portions 20b, 25b are removed.
  • the layer to be removed from each filler block 20, 25 by machining at the boundary with the concrete track bed has a thickness of between 5 and 25 millimetres, preferably between 10 and 25 millimetres, e.g. about 15 millimetres. It will be appreciated that the thickness of the layer that is removed relates to the thickness of the layer of compound that is filled into the void, and thereby to the finally obtained elastic support of the rail.
  • the machining is performed with a brush, preferably a rotating disc brush, e.g. a steel wire disc brush.
  • a suitable machine has a motor driven shaft on which such a brush can be mounted.
  • an embodiment of the filler block made of rigid plastic foam can well be machined with such a brush.
  • An advantage of the disc brush is that the side face of the concrete is also brushed and loose particles are removed.
  • a saw e.g. a disc saw, or a milling machine can be used to machine away said side layers of the filler blocks.
  • a vacuum device may be used to suck away the machined filler particles.
  • the filler blocks 20, 25 may include one or more preformed cuts, cut-outs or internal cavities in the region of the layer to be machined away. This may e.g. reduce the volume of filler block to be removed, the energy needed for said removal, or be otherwise be beneficial for the removal by machining and/or the adherence to the compound that is poured later into the voids.
  • the top portion 20a, 25a of the filler blocks each have a greater lateral dimension than the thickness of the layer of the filler block that is removed by machining at said boundary.
  • the machining step may lead to the complete or at least 50% removal of the bridge that was present in the filler block between said top portion and the remainder of the filler block.
  • a fraction of said bridge is let intact.
  • the remains of the filler blocks can be removed, e.g. by some pulling action, as is illustrated in figure 6 .
  • the assembly with the rail 1 now has a reduced sideways stability.
  • said spacers 50 are made of elastic material, e.g. from the same material as the compound to be poured into the void, and are to be embedded in the compound permanently. Their presence then does not disturb the desired elastic property of the lateral support for the rail 1.
  • the lateral side of the rail head 2 and said opposed surface are cleaned and coated with a suitable primer. This is illustrated in figure 8 .
  • Figure 9 shows the embedded rail system after the resilient compound 60 has been poured into the voids 40, 45. It can be seen that the void created by removal of each top portion 20a, 25b is also filled with said pourable resilient compound.
  • the compound may for example be a polyurethane based compound, e.g. including cork granules.
  • the compound cures over time and forms a layer that remains permanently elastic, and thereby provides a continuous elastic support primarily in lateral direction for the rail 1.
  • filler blocks 20, 25b were absent far more elastic compound would have been needed, which is more expensive and less efficient than with the method according to the invention.
  • the filler blocks 20, 25 need not be elastic themselves, and thus can be made of a rather cheap material, such as rigid plastic foam.
  • the machining step to remove the layers from the filler blocks can be effected quite rapidly and cost-efficient.
  • a concrete foundation bed may be present prior to the rails with elastic strip and filler blocks being aligned above said concrete foundation bed. Then an upper bed portion of concrete is poured on top of the foundation bed which forms the lower bed portion so as to embed the one or more pre-aligned rails in the concrete track bed.
  • a monolithic concrete track bed is poured in one pouring action. Possibly a road surface layer is placed on top of the concrete track bed, e.g. an asphalt layer, paving blocks, possibly prior to the step of filling the voids with the pourable compound.
  • parallel pre-aligned rails are interconnected by transverse gauge rods at intervals along the length of the rails, said gauge rods preferably being sheathed by a permanent elastic sheath, e.g. a tubular sheath, prior to the pouring of the concrete track bed.
  • the sheathed gauge rods then also become embedded in the concrete track bed.
  • the gauge rod may extend through the filler block or through a specially designed filler block to be arranged at the location where the gauge rod is connected to the rail.
  • the pre-aligned rail or rails may be combined with rail fixtures, e.g. a water drainage element, e.g. a drainage box fitted to a rail or a drainage element extending transverse between rails. It is envisaged that such elements are sheathed with a permanent elastic sheath or e.g. with a sheathing, e.g. of filler block material, that is subjected to the same process including layer removal at the boundary with the concrete as explained above.
  • rail fixtures e.g. a water drainage element, e.g. a drainage box fitted to a rail or a drainage element extending transverse between rails.
  • a permanent elastic sheath e.g. with a sheathing, e.g. of filler block material

Claims (15)

  1. Procédé pour la fabrication d'une voie ferrée intégrée avec un rail supporté de manière continu et élastique intégré dans une assiette de voie en béton continue, dans lequel un rail (1) comporte un champignon (2), une âme (3) et un patin (4), lequel procédé comprend les étapes consistant à :
    - fournir un ou plusieurs rails alignés au préalable (1) pourvus d'entretoises (20, 25) sur les côtés opposés de l'âme ainsi que d'une bande élastique (15) au-dessous du patin,
    - déverser l'assiette de voie en béton (30) et permettre au dit béton de durcir, intégrant de ce fait lesdits un ou plusieurs rails alignés au préalable (1) dans l'assiette de voie en béton,
    caractérisé en ce que
    au niveau de la frontière entre chaque entretoise (20, 25) et l'assiette de voie en béton durcie, une couche de l'entretoise est retirée par façonnage pour créer un vide (40, 45) jusqu'au niveau de la bande élastique (15),
    et en ce que lesdits vides (40, 45) créés par ledit façonnage sont remplis en déversant dans les vides un composé élastique déversable (60) qui durcit dans le temps et qui a une élasticité permanente.
  2. Procédé selon la revendication 1, dans lequel les entretoises (20, 25) ont chacune une partie supérieure (20a, 25a) qui recouvre le côté latéral respectif du champignon de rail avant le déversement du béton, et dans lequel, après que l'assiette de voie en béton a durci, la partie supérieure (20a, 25a) est retirée,
    et dans lequel le vide créé par le retrait de chaque partie supérieure (20a, 25a) est également rempli avec le composé élastique déversable (60).
  3. Procédé selon la revendication 2, dans lequel les parties supérieures (20a, 25a) des entretoises ont chacune une dimension latérale plus grande que l'épaisseur de la couche de l'entretoise qui est retirée par façonnage au niveau de ladite frontière.
  4. Procédé selon une ou plusieurs des revendications précédentes, dans lequel les entretoises comportent chacune une partie inférieure (20b, 25b) qui recouvre le côté latéral de la bande élastique (15), et dans lequel le retrait par façonnage de ladite couche d'entretoise comprend le retrait de ladite partie inférieure.
  5. Procédé selon une ou plusieurs des revendications précédentes, dans lequel, après le retrait desdites couches, des éléments d'espacement élastiques (50) sont placés entre les entretoises et l'assiette de voie en béton pour maintenir la position des rails avant le déversement du composé élastique (60).
  6. Procédé selon une ou plusieurs des revendications précédentes, dans lequel, avant le déversement du composé élastique, les côtés latéraux du champignon de rail (2) et les parties opposées de l'assiette de voie en béton sont nettoyés, et de préférence traités avec une couche primaire, pour améliorer l'adhérence du composé élastique aux dites surfaces.
  7. Procédé selon une ou plusieurs des revendications précédentes, dans lequel l'étape de façonnage des entretoises (40, 45) est effectuée par un disque en fil d'acier rotatif.
  8. Procédé selon une ou plusieurs des revendications précédentes, dans lequel les entretoises (20, 25) sont réalisées en un matériau expansé, de préférence un matériau expansé rigide, de préférence une mousse rigide de polyuréthane.
  9. Procédé selon une ou plusieurs des revendications précédentes, dans lequel il est utilisé un support et des portiques d'alignement par lesquels les rails sont maintenus suspendus pendant le déversement de l'assiette de voie en béton.
  10. Procédé selon la revendication 2 ou 3, dans lequel les entretoises (20, 25) comportent une découpe préformée dans celles-ci qui sépare la partie supérieure à retirer du reste de l'entretoise, à l'exception d'un pont à proximité de la face latérale extérieure de l'entretoise, de sorte que, lors du retrait par façonnage de ladite couche au niveau de la frontière avec l'assiette de voie, ledit pont est retiré entièrement ou sur au moins 50 %, facilitant de ce fait le retrait de ladite partie supérieure.
  11. Procédé selon une ou plusieurs des revendications précédentes, dans lequel la couche qui est retirée de l'entretoise par façonnage au niveau de la frontière avec l'assiette de voie en béton a une épaisseur entre 5 et 25 millimètres.
  12. Procédé selon une ou plusieurs des revendications précédentes, dans lequel le champignon et le patin (4) du rail (1) sont plus larges que l'âme (3), et dans lequel les entretoises sont serrées entre le champignon et le patin du rail aligné au préalable.
  13. Procédé selon une ou plusieurs des revendications précédentes, dans lequel la bande élastique (15) comporte des rebords latéraux serrés sur les côtés du patin du rail.
  14. Procédé selon une ou plusieurs des revendications précédentes, dans lequel l'assiette de voie comprend une partie d'assiette inférieure en béton et une partie d'assiette supérieure en béton, ladite partie d'assiette inférieure étant déversée avant l'étape de fourniture d'un ou de plusieurs rails alignés au préalable pourvus d'entretoises sur les côtés opposés de l'âme ainsi que d'une bande élastique au-dessous du patin, la partie d'assiette supérieure étant déversée au-dessus de la partie d'assiette inférieure de manière à intégrer lesdits un ou plusieurs rails alignés au préalable dans l'assiette de voie en béton.
  15. Voie ferrée intégrée avec un ou plusieurs rails supportés de manière continu et élastique intégrés dans une assiette de voie en béton continue, dans laquelle le rail (1) comporte un champignon (2), une âme (3) et un patin (4), et dans laquelle le rail (1) est pourvu d'entretoises (20, 25) sur les côtés opposés de l'âme ainsi que d'une bande élastique (15) au-dessous du patin, dans laquelle le béton a été déversé et autorisé à durcir, intégrant de ce fait le rail dans l'assiette de voie en béton,
    caractérisée en ce que
    au niveau de la frontière entre chaque entretoise (20, 25) et l'assiette de voie en béton durcie, un vide qui a été rempli en déversant un composé élastique (60) qui durcit dans le temps et qui a une élasticité permanente est présent, lequel vide a été créé par le retrait d'une couche de l'entretoise par façonnage au niveau de la bande élastique (15) du rail intégré dans l'assiette de voie en béton.
EP12703611.9A 2011-01-21 2012-01-20 Procédé pour fabriquer une voie ferrée noyée Active EP2665864B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL2006044A NL2006044C2 (en) 2011-01-21 2011-01-21 Method for manufacturing an embedded rail track.
PCT/NL2012/050034 WO2012099473A1 (fr) 2011-01-21 2012-01-20 Procédé pour fabriquer une voie ferrée noyée

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EP2665864A1 EP2665864A1 (fr) 2013-11-27
EP2665864B1 true EP2665864B1 (fr) 2015-08-19

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NL (1) NL2006044C2 (fr)
WO (1) WO2012099473A1 (fr)

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CN106638181A (zh) * 2015-10-30 2017-05-10 中国铁道科学研究院铁道建筑研究所 一种板式无砟轨道自密实混凝土用封边模板弯角排气装置
CN105463952A (zh) * 2015-12-16 2016-04-06 西南交通大学 现代有轨电车新型隔振降噪柔性轨腰包覆件
CN107313307A (zh) * 2017-08-18 2017-11-03 中车青岛四方车辆研究所有限公司 有轨电车防腐轨道的模块化施工方法
CN108046662B (zh) * 2017-12-15 2020-10-09 成都市新筑路桥机械股份有限公司 一种用于嵌入式轨道的弹性混凝土及其制备方法
CN110777573A (zh) * 2019-11-13 2020-02-11 成都市新筑路桥机械股份有限公司 一种埋入式轨道用减振降噪部件及其施工方法

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ES2618559T3 (es) * 2006-10-19 2017-06-21 Plastiform's Dispositivo de aislamiento y de estanqueidad para un rail de un material rodante, del tipo tranvía, montado sobre traviesas
EP1988213A1 (fr) 2007-05-02 2008-11-05 edilon)(sedra B.V. Élément support de rail préfabriqué

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