EP3221515B1 - Schwellenanordnung in einem schotterbett mittels einer elasto-plastischen zwischenlage - Google Patents

Schwellenanordnung in einem schotterbett mittels einer elasto-plastischen zwischenlage Download PDF

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Publication number
EP3221515B1
EP3221515B1 EP15797349.6A EP15797349A EP3221515B1 EP 3221515 B1 EP3221515 B1 EP 3221515B1 EP 15797349 A EP15797349 A EP 15797349A EP 3221515 B1 EP3221515 B1 EP 3221515B1
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EP
European Patent Office
Prior art keywords
test
rails
sleeper
damping layer
assembly according
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EP15797349.6A
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English (en)
French (fr)
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EP3221515A1 (de
Inventor
Andreas Augustin
Harald Loy
Stefan Potocan
Charles Petit
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Getzner Werkstoffe Holding GmbH
SATEBA Systeme Vagneux SAS
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Getzner Werkstoffe Holding GmbH
SATEBA Systeme Vagneux SAS
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Publication of EP3221515A1 publication Critical patent/EP3221515A1/de
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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
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/46—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from different materials
    • 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
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete

Definitions

  • the present invention relates to small-sized sleepers for in particular so-called heavy railway tracks, the sleepers being equipped with a sole under the sleeper (USP in English acronym, for " Under Sleeper Pad “, more simply called “sole”), intended to be interposed between on the one hand a concrete block of a railway sleeper and on the other hand a ballast.
  • USP in English acronym, for " Under Sleeper Pad ", more simply called "sole”
  • the prior art knows in particular the document EP 1 857 590 which has a sole having different stiffnesses depending on its location in a switch, or the document DE 10 2009 038 414 which uses different portions of sole with elasticities as well as different shapes to compensate for the effects of the load.
  • the document DE 202 15 101 U1 discloses for example a sole 4 under the cross comprising a layer of elastic synthetic material and a geotextile layer adhering to the concrete level of a concrete element of the cross member 100 of rails 3 of a railroad track.
  • the document AT 506 529 A1 also discloses a sole under the crosspiece comprising an elastic damping layer.
  • the document WO2008 / 122065 describes a sole, in particular for a cross member, the covering material of which comprises a polymer.
  • a problem with the elastic properties of the damping layer is that very elastic damping layers also cause the ballast B to be ejected from the area below the railroad ties 100 primarily when vehicles heavy run on the rails 3 and therefore on the crosses 100 of the railroad. This results in a considerable reinforcement of means consisting in having to regularly fill the ballast B located under the sleepers 100 of the railroad.
  • the object of the present invention is to provide a cross member with a flange preserving in particular the ballast, in other words with which the ballast of the ballast bed is maintained as satisfactorily as possible at the level of the flange under the cross member without having to achieve essential concessions in terms of vibration damping.
  • the sole under the cross member or the damping layer thereof is supposed to have the best possible elastic properties in order to fully meet, as far as possible, the requirements for protection against vibrations.
  • the damping layer is also supposed to have elastic properties in order to be able to sustainably hold the ballast of the ballast bed so that it is not ejected from the area below the railroad tie and in order to not having to fill in the area under the railroad crossing again later.
  • under-sleepers comprising a damping layer, which has an EPM index of between 10% and 25%, defined by the load test mentioned above, meet said requirements particularly satisfactorily. contradictory. Particularly satisfactory results have been obtained in the case of an EPM index of between 10% and 20%.
  • a damping layer satisfying these values exhibits both elastic properties required for the purposes of protection against vibrations, and plastic properties, which allow the ballast to be retained from the ballast layer so as to completely or almost completely avoid unintentional ejection of ballast from the area under the railroad crossing.
  • such a sole with such a damping layer has a semi-plastic (or elasto-plastic, these two terms being equivalent in the context of this text) and is adapted to offer an optimal counter-molding of the grains.
  • units of the ballast which makes it possible to maximize the contact surface between the ballast and the cross member and therefore to reduce the contact pressure via a better distribution of the forces.
  • This base is therefore particularly suitable for so-called “heavy” tracks (axle load greater than 30t): the forces being better distributed, the cross member can withstand loads greater than those generated by a standard train.
  • the sole of the invention makes it possible, at constant pressure exerted by the cross member on the ballast, to reduce the dimension of the cross members in length and in width. An indirect consequence resides in the simplification of the installation of the railway tracks, especially in the curves of small radius.
  • the invention also proposes a system comprising an assembly as described above as well as two rails, the two rails being fixed to the cross member and being adapted to allow the movement of rolling stock.
  • the invention also proposes a use of a system as described above for so-called “heavy” railway tracks, that is to say on which trains run whose axle load is greater than 30 t. .
  • the assembly consists of a block 1 of a cross member, rail support 3 and a sole 4 fixed to the cross member 100, said sole 4 comprising a damping layer 5.
  • the assembly is partially embedded in a B ballast.
  • the block 1 of the cross member 100 is typically made of concrete.
  • the cross member 100 is of the one-piece or two-piece type comprising a spacer 2 for example.
  • the crosspiece has a length L.
  • the current track sleepers 100 may be of the two-piece type or else of the one-piece type. Concrete sleepers for switches and crossings (a part of the railway line which makes it possible to provide a fork and / or a route crossing) are generally of the monobloc type.
  • the length L of the cross member 100 depends in particular on the value of the spacing between the tracks of the rail (ie the minimum distance between two points of each of the rails of the track).
  • this gauge value is 1435 mm; for a metric spacing, this spacing value is one meter (1m or 1000mm); for a Russian spacing (called wide), this spacing value is 1520mm; for an Iberian (called wide) gauge, this value is 1668mm.
  • the assembly further comprises the sole 4 and its damping layer 5.
  • the assembly is partially embedded in a ballast B. If we refer to the assembly diagram (see for example the figures 1 to 4 ), in which the crosspiece is partially embedded in the ballast B, the block 1 is delimited by a flat lower surface 1b embedded in the ballast B and resting on it, flat, via the sole 4.
  • the sole 4 is intended to be interposed between on the one hand the concrete block 1 of the cross member 100 of rail 3, and on the other hand the ballast B.
  • the block 1 is also limited by an upper surface 1a which is essentially flat, and receives the rails 3 with elastic fixing of the rails 3 by means not detailed and well known to those skilled in the art.
  • the main zones of force transmission Z1 are defined, that is to say zones of the lower face 1b of the block 1 which transmit the major part of the force, the vibrations and the stresses exerted by the train to the ballast B.
  • These zones Z1 are support zones, on the lower face 1b, and are located under the rails 3. These areas can be described more precisely: when the cross member 100 is placed in the ballast B and the rail 3 is installed on the cross member 100, the zones Z1 are at least included in the area formed by the projection , in a direction orthogonal to the lower face 1b, of the rail on the lower face 1b. In practice, the zones Z1 have an area at least greater than the said zone formed by the projection.
  • the zones Z1 can be made up of all the lower faces 1b of the blocks 1 of the cross member 100, the spacer 2 thus forming the zones Z2.
  • the delimitation between the main Z1 and secondary Z2 zones can be variable.
  • on the sole 4 under the right rail is an example of delimitation, for which the zone Z1, corresponding to the sole 4, is slightly larger than the surface defined by the orthogonal projection of the rail 3 on the lower surface 1b.
  • the damping layer 5 of the sole 4 is placed for all or part under the lower surface 1b of the block 1, and, as a priority, must cover the main zone Z1 which supports the major part of the force.
  • the other regions of the sole 4 facing the secondary zones Z2 may be devoid of a damping layer 5 or else be covered with a damping layer 5 having a reduced stiffness with different properties (explained later).
  • the sole 4 or the damping layer 5 thus comprises a support region Z1 'which is located opposite a main zone Z1.
  • the damping layer of the sole 4 is all or part of a material having viscoelastic properties, derived from a derivative of Sylomer, characterized by its dynamic stiffness (" bedding modulus ", in English terminology), that is, ie the ratio between the pressure and the displacement at a point of a structure in contact with the ground. Dynamic stiffness can also be referred to as "ground reaction modulus” or “reaction coefficient”. In the present application, these terms are equivalent. This value is obtained by dividing the pressure gradually applied to a standard plate by the gradual depression of the latter.
  • Various types of starting materials can be used for the production of cushioning layers of the sole 4.
  • the damping layer it is particularly preferably an elastomer, preferably an elastomeric plastic, or a mixture of various elastomers, preferably elastomeric plastics.
  • an elastomer preferably an elastomeric plastic, or a mixture of various elastomers, preferably elastomeric plastics.
  • damping layers for example in that, in the case for example of polyurethane-based elastomers, the spatial crosslinking density takes values comparable to those of elastic materials. the phase separation being however disturbed in a targeted manner.
  • the variation of the molecular weights of the soft phase as well as the incorporation in addition of short chain and sterically hindered glycols are necessary as measures dedicated to this effect.
  • the reaction coefficient ( bedding modulus ) is between 0.02 N / mm 3 and 0.80 N / mm 3 , preferably between 0.05 and 0.80 N / mm 3 or between 0.05 and 0 , 4 N / mm 3 . More preferably, this modulus is between 0.10 and 0.25 N / mm 3 .
  • a sole 4 has a semi-plastic or elastoplastic behavior, which is characterized in particular by a semi-plastic material index (“ Semi-Plastic-Material-Index ”, EPM-value, or EPM index). This index is calculated according to a protocol which will be presented in the appendix to this text.
  • the sole 4 according to the invention has an intermediate behavior, which is defined as semi-plastic: thanks to its semi-plastic properties. -plastics, the sole 4 opposes a resistance to recover its shape shortly after an initial deformation (plastic behavior) but a few minutes later (of the order of ten minutes), said sole 4 has substantially recovered its shape (elastic behavior) .
  • the support regions Z1 'of the cushioning layer 5 of sole 4 facing the main zones Z1, which transmit substantially all the force, are composed of such a foam with these properties, which means that the main zones Z1 of the lower surface 1b are covered with such a foam.
  • the other regions facing the secondary zones Z2, which transmit little or no force, have a dynamic stiffness ( bedding modulus ) less than that of the support regions Z1 '.
  • the dynamic stiffness coefficient y is less than 0.05 N / mm 3 .
  • the support regions Z1 'of the damping layer 5 of the sole 4 facing the main zones Z1 and the other regions of the sole 4 or of the damping layer 5 facing the secondary zones Z2 may be separate, forming thus a sole 4 in several elements.
  • the dynamic stiffness ( bedding modulus ) is measured according to DIN 45673-1 on a ballast plate.
  • the sole 4 or the damping layer 5 preferably has the shape of the lower face 1b of the concrete block 1.
  • the sole 4 is typically rectangular (see figures 1, 2 especially). It is nevertheless possible to provide particular shapes of soleplates 4, independent of the geometry of the lower surface 1b of the block 1.
  • the sole be slightly set back from the periphery of the cross member, that is to say that it has a shape similar to that of the lower surface 1b of block 1 but with slightly smaller dimensions, of the order of 1 to 4cm set back.
  • the European Standard currently being drafted “Concrete sleepers and supports with skids under sleepers” gives quantified information on the value of the shrinkage.
  • the damping layer 5 of the sole 4 has a thickness "e” between 5 and 20 mm, preferably between 7 and 13 mm.
  • the thickness “e” is typically chosen as a function of the ballast 5: for a ballast B with a particle size of 25-50 mm or 30-60 mm, the thickness “e” chosen is 10 mm.
  • the attrition state of ballast B, the actual thickness of the ballast bed, the axle load of the rolling stock are also parameters to define the thickness “e”.
  • the sole 4 under the cross member can be formed exclusively from the damping layer 5.
  • additional layers can, for example, serve to reinforce the damping layer as well as to fix the sole 4 under the cross member at the level of the cross member 100 of the railroad. It is possible that the footing under the sleeper is glued to the railroad sleeper or to the outside face, facing the ballast bed, of the latter.
  • the assembly then further comprises a permanent linkage system between the cross member 100 and the sole 4.
  • the sole 4 is fixed to the lower face 1b of the concrete block 1 of the support preferably according to a method described in the document FR 2 935 399 , in which the intermingled threads or fibers 4b extend from the sole 4, on an upper face 4a of the sole, and are intended to be embedded in the concrete of the block 1.
  • the threads 4b are also fixed to the sole 4 by being embedded in the material of the sole 4 during its manufacture ( figure 5 ).
  • the wires 4b are for example made of a material insensitive to corrosion and to hydrolysis, such as stainless steel or polypropylene or polyamide. They advantageously constitute a set of closed loops, the density of which is advantageously between 2 and 4 loops per cm 2 . This density conditions the attachment of the sole 4 to the block 1.
  • a flock layer (“ flockmaschine Mrs " in German) can also be found at the level of the sole 4 under the cross member, said flock layer being able to be similarly. compressed in the still liquid material of a railroad tie 100 in order to obtain in this way a connection by complementarity of shape from the hardened material of the railroad tie and the flock layer or the sole 4 under crosses.
  • the flock layer can also then be useful when the sole 4 under the cross member is fixed by gluing, using the corresponding adhesive, at the level of the outer face, facing the ballast bed B, of the cross member 100 of the path. shod.
  • the soles 4 under the crosspiece can according to the invention also have at least one reinforcing layer known per se, preferably also made of fibers or a weave of fibers.
  • Said thickness is a value which represents the thickness of the whole of the damping layer 5 or of the whole of the element being tested. As a general rule, it corresponds approximately to an initial thickness D0 of the element under test at the test point, but does not necessarily have to be identical to the latter since the initial thickness D0 of the element under test, as explained above, relates exclusively to the test point and is generally measured essentially more accurately than the stated thickness of the cushion layer 5 .
  • said layers serving for fixing at the level of the railroad cross member 100 or used for reinforcement are however preferably completely removed. They may, in order to manufacture the element under test, be removed, by way of example, in a corresponding manner, from the sole 4 under the cross member, by peeling, by cutting, by cleavage or by other suitable ways. without thereby damaging the damping layer 5 itself.
  • the element being tested is expected to have, as far as possible, a thickness within the range indicated above.
  • the element under test is supposed to be made in such a way as to have a plate shape as much as possible and to have an area of 300 mm by 300 mm.
  • the two surfaces of 300 mm by 300 mm respectively of the element under test lie suitably in planes parallel to each other.
  • the contour plate 8 used for the purposes of carrying out the load test mentioned above can have various basic configurations. In all cases, provision is preferably made for both the steel plate and the contour plate to completely cover, during the implementation of the load test, the surfaces mentioned 300 mm by 300 mm of the element forming the object of the test.
  • the contour plate 8 and the planar steel plate are assumed to be so rigid that they do not or only deform insignificantly for the test result when compressing the item under test.
  • contour plates 8 formed in various ways and comprising various types of formed elevations.
  • a geometric ballast plate according to the CEN / TC 256 standard is used as the contour plate 8.
  • the EPM index can in principle, during the implementation of the test in load, be set on the item being tested at a single test point. It is in all cases recommended that this be placed, as far as possible, not completely on the edge of the element under test.
  • the test steps a) to g) are implemented so as to calculate, from the EPM indices calculated in this way for each test point by formation of the mean value, the EPM index of the element being tested and thereby of the damping layer 5.
  • the arithmetic mean in other words the sum of the various values divided by the number of the various values, is suitably used as an average value for this purpose.
  • an element under test 6 is produced from the damping layer 5, according to the top view shown schematically in Figure figure 7 , comprising surfaces preferably extending parallel to each other, respectively 300 mm by 300 mm.
  • the at least one test point 7 is determined in such a way that, in the context of the load test set out below, the contour plate 8 having a maximum elevation 10 of one of its raised parts 9 is compressed precisely in said test point 7 against the element being tested 6.
  • the figures 8 and 9 respectively illustrate sections of the element under test 6 along the section line AA of the figure 7 .
  • the figure 8 represents the element under test 6 before it is exposed to a load, before compression, according to test step c) of the load test.
  • the initial thickness D0 of the element under test is measured at the test point 7, in a direction 11 in a normal or orthogonal manner on the surface 12 of the element under test. of test 6.
  • the surface 12 of the element under test 6 is the surface shown in the top view of the figure 7 , or one of the two surfaces having the dimensions 300 mm by 300 mm.
  • the initial thickness D0 of the element under test 6 corresponds, at the level of test point 7, as a rule, approximately to the thickness 14 having the values mentioned in the introduction t describing the thickness of the element under test 6 over the entire surface 12. In the case of thickness 14, this is a kind of average value. Due to differences that can be observed locally or due to measurements presenting various precisions, the thickness D0 can vary more or less considerably compared to the thickness 14 at the level of the test point 7.
  • the figure 9 illustrates, unlike the figure 8 , the element under test 6 in the zone of test point 7 twenty minutes after the end of the interval dedicated to the discharge according to test step e).
  • the figure 10 is a schematic representation of how the compression of the entire element under test 6 which has not been previously exposed to the load can be achieved according to test step c) of the test in charge.
  • the element under test 6 which has not previously been exposed to a load is placed for this purpose between a flat steel plate 13 and the contour plate 8 so that one of the surfaces 12 of the element under test is facing the raised parts 9 located on the contour plate 8.
  • the opposite steel plate 13 is flat. It therefore has a flat surface, against which rests the element under test 6 during compression.
  • the element under test 6 is located over its entire surface, ie by two opposite surfaces of respectively 300 mm by 300 mm, at the level of the flat steel plate 13.
  • the contour plate 8 likewise suitably covers the entire area of the surface 12, facing the test point 7, of the element under test 6.
  • the test element 6 is only at the level of the maximum elevations 10 of the raised parts 9 of the contour plate 8.
  • the elevations 9 are compressed with increasing compression in the test element 6 of so that the contact face between the element under test 6 and the contour plate 8 increases as the compression increases.
  • the compression of the element under test is carried out in test step c) on the entire element undergoing of the test which has not been previously exposed to a load for a period of 60 seconds.
  • the compression is carried out over a period of time such that the element under test 6 is compressed, at the level of the test point 7, so as to reach 50% of its initial thickness D0 after 60 seconds.
  • the contour plate 8 exerts in this frame with the maximum elevation 10 of the raised part 9 of the contour plate 8 at the level of the test point 7 a pressure against the element being tested 6.
  • Presses known in self can be used for the implementation of compression.
  • the figure 10 schematically illustrates only the punches 17 of the press to be moved in the pressing directions 18 during compression so as to approach, which move the planar steel plate 13 and the contour plate 8, upon compression. pressure operation, so as to bring them together, support them or even maintain them in their position during test step d).
  • step d) of the test provision is made for a continuous and therefore uninterrupted maintenance of the compression, obtained during test step c) at the end of 60 seconds, of the element forming the subject of test 6 for a period of 12 hours.
  • test step d the compression of the element under test 6 is stopped according to test step d).
  • test step e a complete discharge of the element under test 6 during the interval dedicated to the discharge of 5 seconds.
  • the punches 17 are moved away in the opposite direction to the pressure direction 18.
  • the compression carried out over the period of 60 seconds according to test step c) as well as the discharge carried out during the interval dedicated to the discharge of 5 seconds according to the test step e) are carried out in a suitable manner with a linear load or unload ramp, preferably in that the punches 17 are moved over the defined time intervals, at constant speed so as to approach, therefore in the pressure direction 18, or so as to move away from each other, therefore in the opposite direction to the pressure direction 18.
  • the thickness D20 of the element under test 6 is measured, which is schematically illustrated on the figure 9 , at test point 7, at the end of said 20 minutes once the interval dedicated to the discharge has elapsed, it is possible to calculate the EPM index at test step g) from the thickness initial D0 and instantaneous thickness D20 measured in test step f).
  • the formula providing that the instantaneous thickness D20 is deduced from the initial thickness D0 is used.
  • the result of this subtraction is divided by the initial thickness D0, and the result of this division is multiplied by 100%.
  • the EPM index which according to the invention is assumed to be in the range of 10% to 25%, preferably in the range of 10% to 20%.
  • the figure 11 illustrates a top view of a contour plate 8 preferably used when carrying out the load test or elevations 9 thereof, in the form of the so-called geometric ballast plate (geometric ballast plate) according to CEN / TC 256.
  • said contour plate 8 or the geometric ballast plate has, according to the mentioned standard, raised parts 9 of small or large surface, in the manner of pyramids.
  • the BB cut line of the figure 11 illustrated on the figure 12 , illustrates a section in the area of the raised parts 9 of large surface.
  • the cut shown on the figure 13 along section line CC illustrates the smaller raised portions 9 of said contour plate 8 in a chopped off.
  • the raised portions 9 respectively protrude from a base level 19 of the contour plate 8.
  • the raised portions 9 have the maximum distance from said base plane 19 in the maximum elevations 10.
  • the maximum elevations 10 may be designated as the top or the tip of the elevated portions 9.
  • the test point 7 of the element under test 6 rests, as has been said, at one of said elevations 10. Since the elevations 9 may also have a rounded surface, the term maximum elevations 10 has been chosen for the top area of each elevated portion 9.
  • the maximum elevations 10 of all the raised parts 9 have the same height difference 20 from the base plane 19.
  • said height difference 20 is 15 mm.
  • this height difference 20 should, in the case of the contour plates 8, used for said mentioned load test, be greater than the thickness 14 of the element being tested 6.
  • the figure 14 represents a diagram showing a time interval between 0 and 80 minutes directly consecutive to the end of the interval dedicated to the 5 second discharge according to test step e).
  • Changes 21, 22 and 23 are shown for various elements that are the subject of test 6. These are examples.
  • Evolution 21 illustrates by way of example an element under test 6 or a damping layer 5 which reacts strongly from a plastic point of view to the compression of the element under test 6 according to test step c).
  • a residual strain R of 27% can also be observed after 60 minutes.
  • Damping layers comprising a material of this type certainly very satisfactorily preserve the ballast, but do not obtain the desired elastic properties and therefore neither do the desired protection against vibrations of the sole under the cross member.

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Claims (18)

  1. Halteanordnung für Eisenbahnschienen umfassend:
    ∘ Eine Bahnschwelle (100) zum Abstützen von mindestens zwei Schienen (3), wobei die Bahnschwelle mindestens einen Block (1) umfasst,
    ∘ Eine Sohle (4) mit einer halbplastischen Dämpfungsschicht (5), die dafür vorgesehen ist, zwischen dem Block (1) der Schwelle (100) und einer Bettung (B) angeordnet zu werden,
    dadurch gekennzeichnet, dass
    ∘ die Dämpfungsschicht (5), im Fall der Durchführung eines Lastversuchs, einen EPM-Index im Bereich von 10 % bis 25 %, vorzugsweise im Bereich von 10 % bis 20 % aufweist, und dass
    ∘ die Schwelle eine Länge (L) von weniger als 2,30 m aufweist,
    wobei der EPM-Lastversuch an einem Element durchzuführen ist, das Gegenstand des Versuchs (6) ist, das aus der Dämpfungsschicht (5) mit einer Fläche von 300 mm mal 300 mm besteht, und die folgenden Versuchsschritte umfasst:
    a) Fixieren mindestens eines Versuchspunktes (7) an dem Element, das Gegenstand des Versuchs (6) ist, an einer Stelle des Elements, das Gegenstand des Versuchs (6) ist, an dem eine Konturplatte (8) mit einer Vielzahl von erhabenen Abschnitten (9) einen Druck gegen das Element, das Gegenstand des Versuchs (6) ist, ausübt, während des Versuchsschritts c) mit einer maximalen Erhebung (10) eines der erhabenen Abschnitte (9) ;
    b) Bestimmen einer Ausgangsstärke D0 des Elements, das Gegenstand des Versuchs (6) ist, wenn es nicht einer Last ausgesetzt ist, am Versuchspunkt (7) in einer Richtung (11), die senkrecht zu einer Oberfläche (12) des Elements steht, das Gegenstand des Versuchs (6) ist;
    c) Komprimieren der Gesamtheit des Elements, das Gegenstand des Versuchs (6) ist und das zuvor nicht der Last ausgesetzt war, während einer Dauer von 60 Sekunden zwischen einer ebenen Stahlplatte (13) und der Konturplatte (8), wobei das Element, das Gegenstand des Versuchs (6) ist, am Versuchspunkt (7) am Ende der 60 Sekunden auf 50 % seiner Ausgangsstärke D0 komprimiert ist und die Konturplatte (8) mit der maximalen Erhebung (10) des erhabenen Abschnitts (9) der Konturplatte (8) an dem Versuchspunkt (7) gegen das Element gepresst wird, das Gegenstand des Versuchs (6) ist;
    d) dauerhaftes Aufrechterhalten der Kompression, die bei dem Versuchsschritt c) erzielt wurde, am Ende der 60 Sekunden auf das Element, das Gegenstand des Versuchs (6) ist, während 12 Stunden;
    e) Beenden der Kompression und vollständiges Entlasten des Elements, das Gegenstand des Versuchs (6) ist, in einem Entlastungsintervall von 5 Sekunden am Ende der 12 Stunden gemäß dem Versuchsschritt d);
    f) Messen der momentanen Stärke D20 des Elements, das Gegenstand des Versuchs (6) ist, am Versuchspunkt (7) nach 20 Minuten, nachdem das Zeitintervall der Entlastung abgelaufen ist, gemäß dem Versuchsschritt e) in der Richtung (11) senkrecht zur Oberfläche (12) des Elements, das Gegenstand des Versuchs (6) ist, gemäß dem Versuchsschritt b);
    g) Berechnen des EPM-Index ausgehend von der Ausgangsstärke D0 und der momentanen Stärke D20, die im Versuchsschritt f) gemessen wurde, unter Verwendung der Formel: 100 % mal (D0-D20)/D0.
  2. Anordnung nach Anspruch 1, dadurch gekennzeichnet, dass die Dämpfungsschicht (5) aus einem Elastomer, vorzugsweise aus einem plastischen Elastomer, oder aus einer Mischung aus verschiedenen Elastomeren, vorzugsweise plastischen Elastomeren, hergestellt ist oder besteht.
  3. Anordnung nach Anspruch 2, dadurch gekennzeichnet, dass das Elastomer oder mindestens eines der Elastomere Polyurethan oder Kautschuk, vorzugsweise synthetischen Kautschuk, aufweist oder daraus besteht.
  4. Anordnung nach Anspruch 1, dadurch gekennzeichnet, dass die Dämpfungsschicht (5) Polyurethan oder mindestens ein kurzkettiges Glykol, mit sterischer Hinderung aufweist.
  5. Anordnung nach einem der vorstehenden Ansprüche, wobei die Sohle (4) einen Stützbereich (Z1') umfasst, der dafür vorgesehen ist, unter der Schiene (3) angeordnet zu sein, wobei der Stützbereich (Z1') die dynamische Steifigkeit (Bettungsmodul) zwischen 0,05 und 0,80 N/mm3, vorzugsweise zwischen 0,10 und 0,25 N/mm3, aufweist.
  6. Anordnung nach einem der vorstehenden Ansprüche, wobei die Bereiche der Sohle (4), die nicht dafür vorgesehen sind, unter den Schienen angeordnet zu sein (Z2), eine dynamische Steifigkeit (Bettungsmodul) aufweisen, die geringer als diejenige des Stützbereichs (Z1') ist.
  7. Anordnung nach einem der vorstehenden Ansprüche, wobei die dynamische Steifigkeit der Bereiche der Sohle (4), die nicht dafür vorgesehen sind, unter den Schienen angeordnet zu sein (Z2), geringer als 0,05 N/mm3 ist.
  8. Anordnung nach einem der vorstehenden Ansprüche, wobei die Dämpfungsschicht (5), vorzugsweise das gesamte Element, das Gegenstand des Versuchs (6) ist, wenn sie/es nicht einer Last ausgesetzt wird, vor der Durchführung des Lastversuchs, eine Stärke (14) von 5 mm bis 20 mm, vorzugsweise von 7 mm bis 13 mm aufweist.
  9. Anordnung nach einem der vorstehenden Ansprüche, wobei die Sohle (4) die gleiche Form wie eine Grundgeometrie des Blocks (1) aufweist.
  10. Anordnung nach dem vorstehenden Anspruch, wobei die Sohle (4) geringfügig kleinere Abmessungen im Vergleich zu denjenigen der Grundgeometrie des Blocks (1) aufweist.
  11. Anordnung nach einem der vorstehenden Ansprüche, die weiter Fäden (4b) umfasst, die sich von der Sohle (4) aus erstrecken und dafür vorgesehen sind, in den Block (1) eingebettet zu werden.
  12. Anordnung nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass die bei der Durchführung des Lastversuchs verwendete Konturplatte (8) eine geometrische Ballastplatte nach der Norm CEN/TC 256 ist.
  13. Anordnung nach einem der vorstehenden Ansprüche, wobei die Versuchsschritte a) bis g) durchgeführt werden, um ausgehend von an verschiedenen Versuchspunkten derart berechneten EPM-Indizes durch Bildung des Mittelwertes den EPC-Index der Dämpfungsschicht (5) zu berechnen.
  14. System umfassend eine Anordnung wie zuvor beschrieben sowie zwei Schienen (3), wobei die beiden Schienen auf der Bahnschwelle befestigt und angepasst sind, um den Verkehr von Fahrzeugen zu ermöglichen.
  15. System nach Anspruch 14, wobei die Schienen (3) eine Standardspurweite von 1435 mm aufweisen.
  16. System nach Anspruch 14, wobei die Schienen (3) eine Standardspurweite von 1000 mm aufweisen und die Bahnschwelle eine Länge (L) von weniger als 2 m aufweist.
  17. System nach Anspruch 14, wobei die Länge der Bahnschwelle in Millimeter durch die folgende Formel gegeben ist: Länge der Bahnschwelle = Wert der Spurweite zwischen den Schienen + 2 x 430, und wobei die Bahnschwelle eine Länge (L) von weniger als 2,30 m aufweist.
  18. Verwendung eines Systems nach einem der Ansprüche 14 bis 17 für "Schwerlast"-Eisenbahnstrecken, das heißt auf denen Züge verkehren, deren Achslast größer als 30 t ist.
EP15797349.6A 2014-11-19 2015-11-19 Schwellenanordnung in einem schotterbett mittels einer elasto-plastischen zwischenlage Active EP3221515B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1461185A FR3028534B1 (fr) 2014-11-19 2014-11-19 Traverse courte comprenant une semelle semi-plastique
PCT/EP2015/077156 WO2016079261A1 (fr) 2014-11-19 2015-11-19 Agencement de traverse dans un lit de ballast au moyen d'une semelle elasto-plastique

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EP3221515B1 true EP3221515B1 (de) 2020-07-22

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DE102014116905A1 (de) 2014-11-19 2016-05-19 Getzner Werkstoffe Holding Gmbh Schwellensohle
WO2017178033A2 (ar) * 2016-04-10 2017-10-19 جميل ميخائيل عودة الساحوري، سرير بلاستيك
CN108442184B (zh) * 2018-03-14 2019-11-05 东南大学 一种周期性结构地铁减振道床制作方法
CN108442185B (zh) * 2018-03-30 2019-10-25 东南大学 一种减振隔振带宽调控的复合道床及其制作方法
CN111088727B (zh) * 2019-12-06 2021-10-01 武汉纺织大学 一种高耐候性和高强度的复合结构轨枕及其制备方法
CN114232392B (zh) * 2021-12-14 2023-07-18 中铁第四勘察设计院集团有限公司 一种适用于无砟轨道的钢管混凝土轨枕、施工工装及方法

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DE10149308A1 (de) * 2001-10-01 2003-04-17 Rst Rail Systems And Technolog Verbundplatte zur unterseitigen Beschichtung bzw. Beohlung von Bahnschwellen
AT505180B1 (de) * 2007-04-06 2009-03-15 Semperit Ag Holding Belagsmaterial zur direkten anbindung an ein betonbauteil
AT10638U1 (de) * 2008-04-11 2009-07-15 Kalivoda Manfred T Dr Schwellenbesohlung
FR2935399B1 (fr) * 2008-09-02 2012-10-12 Sateba Systeme Vagneux Semelle viscoelastique, ensemble comportant un bloc et une semelle precitee, et procedes de fabrication correspondants.

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EP3221515A1 (de) 2017-09-27
FR3028534B1 (fr) 2016-12-09
FR3028534A1 (fr) 2016-05-20
BR112017010396B1 (pt) 2022-07-12
ZA201704114B (en) 2019-07-31
AU2015348291B2 (en) 2020-07-09
WO2016079261A1 (fr) 2016-05-26
BR112017010396A2 (pt) 2017-12-26
AU2015348291A1 (en) 2017-07-13

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