EP3002368B1 - Superstructure pour chemin de fer avec tapis sous ballast - Google Patents

Superstructure pour chemin de fer avec tapis sous ballast Download PDF

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Publication number
EP3002368B1
EP3002368B1 EP15192311.7A EP15192311A EP3002368B1 EP 3002368 B1 EP3002368 B1 EP 3002368B1 EP 15192311 A EP15192311 A EP 15192311A EP 3002368 B1 EP3002368 B1 EP 3002368B1
Authority
EP
European Patent Office
Prior art keywords
mat
mpa
range
track bed
railway superstructure
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
EP15192311.7A
Other languages
German (de)
English (en)
Other versions
EP3002368A1 (fr
Inventor
Gerd GRÜTZE
Hubert Christoph Schwind
Christian Renner
Tino GOLDHAUSEN
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.)
Edilon Sedra GmbH
Original Assignee
Edilon Sedra 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 Edilon Sedra GmbH filed Critical Edilon Sedra GmbH
Priority to PL15192311T priority Critical patent/PL3002368T3/pl
Publication of EP3002368A1 publication Critical patent/EP3002368A1/fr
Application granted granted Critical
Publication of EP3002368B1 publication Critical patent/EP3002368B1/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
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/001—Track with ballast
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete

Definitions

  • the invention relates to a railway superstructure with an elastic pad in the form of a track mat to reduce shock to track systems for rail vehicles.
  • Such a railway superstructure is from the EP 0 922 808 A2 known.
  • Underlay is a two-layer, resilient mat is used, the upper layer consists of polyurethane-bound rubber granulate and the lower layer of a rock wool plate.
  • One of the tasks of this resilient mat is to hinder the generation and propagation of low-frequency sound.
  • the resilient mat of the railway superstructure forms a mass-spring system that leads to an effective sound-absorbing storage of the tracks and thus the rails with proper tuning of the spring.
  • the spring of the mass-spring system is formed of a so-called entropy-elastic mat made of polyurethane or natural or synthetic rubber with a thickness between 15 mm and 40 mm.
  • a layer of gravel on low-lying elastomer layer, which lies between the superstructure and the ground, is from DE 10 2006 013 851 A known and serves to reduce vibration on railway tracks.
  • JP 54 153 407 A discloses a railway superstructure with a perforated polyurethane track mat according to the preamble of claim 1.
  • Polyurethane or rubber mats can be engineered for matching spring constant or modulus of elasticity to produce a mass-spring system with a low tuning frequency below 100 Hz in a railway superstructure, however, making such mats is quite expensive.
  • the invention is therefore based on the object to provide a railway track with resilient mat, the suspension behavior of the mat in the mass-spring system formed with the railway superstructure leads to a low tuning frequency below 100 Hz and their production causes low costs.
  • a non-inventive embodiment can be a resilient mat a track mat made of polyurethane bonded rubber recycling material. Further, perforations can be made in the mat across the plane of the mat, which are distributed over the surface and can form a grid and make up a volume fraction in the range of 10 to 40% of the volume of the mat.
  • the track bed mats can be designed with a density in the range of 360 to 580 kg / m 3 for tram operation and in the range of 580 to 700 kg / m 3 for the full-length track area.
  • the plate thickness can be in the range of 10 to 50 mm.
  • the starting material for producing the resilient mats can be procured inexpensively, and the production of perforated mats or plates is not expensive. While a solid material mat or sheet of polyurethane bonded rubber recycling material tends to show too low compliance, which does not meet the desired spring characteristics, when the necessary load bearing capacity is taken into account, the perforations may provide resilient compliance of the perforated mat or sheet Plate are created, which corresponds to the desired spring property, while the necessary carrying capacity is achieved. This is made possible by the fact that near-hole material of the mat can be displaced into the space of the perforations under dynamic loading, but with dynamic relief the material displaced into the hole space returns to its original position in a springy manner. The mat thus shows the overall behavior of a soft spring, while the load capacity of the mat withstands the stresses of driving on the tracks.
  • the width of the perforations is freely selectable in a large area.
  • a range of diameters of 5 to 30 mm may be well suited.
  • the suspension behavior of the perforated mat or plate can be described with the so-called bedding module.
  • the static ballast modulus (for static loads) should be in the range of 0.005 to 0.08 N / mm 2 and the dynamic ballast modulus should be in the range of 0.02 to 0.1 N / mm 2 .
  • An excellent value of the static bedding modulus is 0.014 N / mm 2 and of the dynamic bedding modulus 0.04 N / mm 2 at a material thickness of 23 mm.
  • the mat sinks about 1.7 mm.
  • a bearing plate of 65 Shore A lowers at the same load only 0.2 mm.
  • it is sufficient if the maximum allowable compressive stress of the trackbed mat is less than 2 N / mm 2 .
  • the gum recycling material contains fibrous material such as is found in the crushing of scrap tires.
  • the rubber fibers thus obtained can be present in a length range of 1 to 20 mm and make up a proportion of between 20 and 90% of mat material. Rubber granulates with a grain size between 1 and 5 mm can account for up to 60% of the mat material.
  • the in Fig. 1 Railway superstructure shown forms a track with two rails 1, with concrete sleepers 9 and a ballast layer 6. Below the ballast layer 6, a film or a fabric 7 may extend, as it is known.
  • the railway superstructure is closed to the ground 8 through a trackbed mat 10 which extends in length and width under the entire ballast layer 6 and, in a non-inventive embodiment, consists of polyurethane-bonded rubber recycling material, as will be described in detail below.
  • the non-inventive trackbed mat 10 is made of individual plates of z. B. 2000 x 1000 mm dimension, optionally with waste, composed.
  • the trackbed mat is preferably applied in two layers with non-overlapping shocks.
  • the thickness of a ballast bed is 300 to 390 mm depending on the design speed and can be divided into two layers, with one layer of the trackbed mat as an intermediate layer and the other layer as a bed of the ballast bed.
  • the elastic compliance of the two layers is dimensioned so that the desired embedding results.
  • the plate thickness and the plate density are chosen, taking into account the volume fraction of the holes 11 for the respective application areas.
  • roadway is constructed in layers and includes tram rails 1, which is included in the interposed Kammer Strukturllmaschinen 2 in a pavement layer as a pavement 3.
  • the rails 1 are mounted on a concrete slab 5, which may have a thickness between 200 and 400 mm.
  • an elastic support plate. 4 added to reduce the generation of sound when driving on the tram track.
  • the non-inventive trackbed mat 10 is in Fig. 3 shown closer and has a plate thickness in the range of 10 to 50 mm.
  • the dimensions depend on the application and may include plates with lengths of 1000 to 2000 mm and widths of 500 to 1000 mm.
  • In the plate body transversely to the plane of the plate perforations 11 are regularly attached, which are formed continuously or as blind holes.
  • the volume of the holes 11 is 10 to 40% of the plate volume of the mats 10.
  • the hole diameter is in the range of 5 to 30 mm.
  • the mats are made of recycled rubber bonded by polyurethane.
  • the production takes place under a certain pressing pressure in order to achieve a desired density of the plate with regard to its respective application.
  • the exact degree of density is set with regard to the required load-bearing capacity and the desired resilience of the mat. The denser the mat, the less yielding it is.
  • a punched unreinforced mat of density 480 kg / m 3 with a thickness of 23 mm and perforations of 15 mm diameter was produced.
  • the resilience of the trackbed mat is measured by the ballast module according to DIN 45673-7.
  • the maximum allowable compressive stress for this mat was 0.15 N / mm 2 .
  • the specially described mat is suitable for the elastic storage and structure-borne noise reduction of buildings and railways. It creates a mass-spring system in this environment, with the relevant Eingladenämmconnect is achieved due to the low ballast modules of the mat.
  • the depression of the perforated mat at a stress ⁇ of 0.025 N / mm 2 is about 1.7 mm and thus fulfills the criterion of a static bedding modulus C stat of 0.014 N / mm 3 at 23 mm material thickness.
  • the elastic support plate 4 may consist of a polyurethane plate or a rubber plate with a Shore A hardness of 65 in order to absorb the considerable surface load on the rail. In such a plate, a depression that is 10 times smaller than would be the case with the same load is established if an equally sized plate of the mat formation 10 were used. Therefore, bearing plates 4 are unsuitable as trackbed mats 10, it lacks the necessary compliance. Conversely, plates on the type of trackbed mats 10 are unsuitable as bearing plates 4, because their permissible Compressive stress is too small for the significant loads below the rail foot.
  • the track bed mats 10 according to the invention are made of polyurethane, since it is ensured by suitable perforations in mats suitably thick 10 that a suspension behavior with sufficient depression in rail operation or in the operation of a train is achieved.
  • the suspension behavior is determined by the static and dynamic bedding modulus, which is in the range of 0.005 to 0.08 N / mm 2 for the static bedding modulus and in the range of 0.02 to 0.1 N / mm 2 for the dynamic bedding modulus.
  • polyurethane plates with the following mechanical properties: properties standard value unit Remarks tensile strenght ISO 1798 > 0.4 MPa elongation ISO 1798 > 200 % Stat. Pressure module at + 23 ° C DIN 45673-7 0.06 MPa 0, 005-0.02 MPa 0.06 MPa 0, 01-0.04 MPa Dyn.
  • Such plates are produced with perforations 11, wherein preferably the mat 10 thus produced is provided with a casting skin.
  • the dimensions of the polyurethane mat are in the range of dimensions of the track bed mats 10 of recycled rubber material but with a tendency to thinner web walls 12.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)

Claims (7)

  1. Superstructure ferroviaire comprenant :
    un système support de voie (5, 6, 9), des rails (1) montés sur celui-ci et un tapis de lit de ballast (10), comportant des perforations (11) réparties transversalement au plan du tapis et sur la surface du tapis et faisant office de base continue pour le système support de voie, caractérisée par la combinaison des caractéristiques suivantes :
    a) le tapis de lit de ballast est composé de polyuréthane dont la spécification est la suivante
    résistance à la traction : > 0,4 MPa, résistance à la rupture : > 200 %,
    module de pression statique : 0,06 à 0,42 MPa,
    module de pression dynamique : 0,21 à 0,51 MPa,
    résistance à la déchirure : > 10N/cm et
    qu'on obtient avec le tapis de lit de ballast (10) des réactions de suspension avec un module de fondation statique de l'ordre de 0,005 à 0,080 N/mm2 et un module de fondation dynamique de l'ordre de 0,02 à 0,1 N/mm2 pour le tapis de lit de ballast (10) en tant que tel,
    b) le diamètre des perforations (11) se situe dans la plage de 5 à 30 mm, et
    c) les perforations (11) donnent une proportion volumique de l'ordre de 10 à 40 % du volume du tapis.
  2. Superstructure ferroviaire selon la revendication 1, caractérisée en ce que le tapis de lit de ballast (10) est composé de plaques individuelles alignées les unes par rapport aux autres.
  3. Superstructure ferroviaire selon la revendication 2, caractérisée en ce que les plaques présentent des dimensions en longueur de l'ordre de 1000 à 2000 mm et des dimensions en largeur de l'ordre de 500 à 1000 mm.
  4. Superstructure ferroviaire selon la revendication 2 ou 3, caractérisée en ce qu'il est prévu deux couches de plaques dont les jointures ne se coupent pas.
  5. Superstructure ferroviaire selon une des revendications 1 à 4, caractérisée en ce que le tapis de lit de ballast (10) s'étend sur toute la longueur et la largeur du lit de ballast.
  6. Superstructure ferroviaire selon la revendication 1, caractérisée en ce que le module de fondation statique est de Cstat 0,014 N/mm2 ± 0,0028 N/mm2.
  7. Superstructure ferroviaire selon la revendication 1, caractérisée en ce que le module de fondation dynamique est de Cdyn 0,04 N/mm2 ± 0,008 N/mm2.
EP15192311.7A 2010-02-02 2011-02-02 Superstructure pour chemin de fer avec tapis sous ballast Not-in-force EP3002368B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15192311T PL3002368T3 (pl) 2010-02-02 2011-02-02 Nawierzchnia torowa z matą w podbudowie torowiska.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202010001748U DE202010001748U1 (de) 2010-02-02 2010-02-02 Gleisbettmatte für einen Eisenbahnoberbau
EP11703592.3A EP2531652B1 (fr) 2010-02-02 2011-02-02 Tapis sous ballast destiné à une superstructure ferroviaire

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP11703592.3A Division EP2531652B1 (fr) 2010-02-02 2011-02-02 Tapis sous ballast destiné à une superstructure ferroviaire

Publications (2)

Publication Number Publication Date
EP3002368A1 EP3002368A1 (fr) 2016-04-06
EP3002368B1 true EP3002368B1 (fr) 2017-03-15

Family

ID=43645920

Family Applications (2)

Application Number Title Priority Date Filing Date
EP15192311.7A Not-in-force EP3002368B1 (fr) 2010-02-02 2011-02-02 Superstructure pour chemin de fer avec tapis sous ballast
EP11703592.3A Active EP2531652B1 (fr) 2010-02-02 2011-02-02 Tapis sous ballast destiné à une superstructure ferroviaire

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP11703592.3A Active EP2531652B1 (fr) 2010-02-02 2011-02-02 Tapis sous ballast destiné à une superstructure ferroviaire

Country Status (4)

Country Link
EP (2) EP3002368B1 (fr)
DE (1) DE202010001748U1 (fr)
PL (2) PL3002368T3 (fr)
WO (1) WO2011095325A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111395061B (zh) * 2020-03-24 2021-11-09 中铁二院工程集团有限责任公司 下穿运营桥梁轻质路基结构、设计与施工方法
AT526492A1 (de) * 2022-09-07 2024-03-15 Getzner Werkstoffe Holding Gmbh Schwellensohle

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS52147809A (en) * 1976-06-04 1977-12-08 Japanese National Railways<Jnr> Vibration-proof track member laminated with elasticity adjusting plate
JPS54153407A (en) * 1978-05-24 1979-12-03 Japanese National Railways<Jnr> Vibration-proof rail employing perforated foamed board
DE19706708C2 (de) * 1997-02-20 1999-05-20 Contitech Holding Gmbh Vorrichtung zur Schalldämpfung einer festen Fahrbahn
DE19753328A1 (de) 1997-12-02 1999-07-01 Sedra Asphalt Technik Biebrich Federnde Matte für Eisenbahnoberbau
DE19952803C2 (de) 1999-11-02 2002-01-24 Heitkamp Deilmann Haniel Gmbh Oberbau für schienengebundene Fahrzeuge des öffentlichen Nahverkehrs sowie Verfahren und Vorrichtung zu seiner Herstellung
BE1014044A3 (fr) * 2001-03-07 2003-03-04 Cogifer Tf Sociutu Anonyme Systeme d'isolation vibratoire pour voies ferrees.
DE102006013851A1 (de) 2006-03-23 2007-09-27 Db Netz Ag Schottertragschicht auf tiefliegender Elastomerschicht
EP2014831A1 (fr) * 2007-07-12 2009-01-14 Feronia S.A. Module préfabriqué pour rail de train et procédé de fabrication de ce module

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3002368A1 (fr) 2016-04-06
PL2531652T3 (pl) 2016-06-30
EP2531652A1 (fr) 2012-12-12
EP2531652B1 (fr) 2015-11-25
DE202010001748U1 (de) 2011-06-09
PL3002368T3 (pl) 2017-08-31
WO2011095325A1 (fr) 2011-08-11

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