EP3380672B1 - Schiene mit elektrischer isolierung - Google Patents

Schiene mit elektrischer isolierung Download PDF

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Publication number
EP3380672B1
EP3380672B1 EP17742735.8A EP17742735A EP3380672B1 EP 3380672 B1 EP3380672 B1 EP 3380672B1 EP 17742735 A EP17742735 A EP 17742735A EP 3380672 B1 EP3380672 B1 EP 3380672B1
Authority
EP
European Patent Office
Prior art keywords
rail
layer
substructure
web
region
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.)
Active
Application number
EP17742735.8A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3380672A1 (de
Inventor
Gerd GRÜTZE
Hubert Christoph Schwind
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 PL17742735T priority Critical patent/PL3380672T3/pl
Publication of EP3380672A1 publication Critical patent/EP3380672A1/de
Application granted granted Critical
Publication of EP3380672B1 publication Critical patent/EP3380672B1/de
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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
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • 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
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B26/00—Tracks or track components not covered by any one of the preceding groups
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/08—Composite rails; Compound rails with dismountable or non-dismountable parts

Definitions

  • the invention relates to an elastically mounted rail provided with electrical insulation according to the preamble of claim 1 and a method for its preparation according to the preamble of claim 11.
  • the rails In the case of electrically operated railways, the rails must be insulated because they almost always form a pole of the rail's energy supply. Otherwise, stray currents can cause very undesirable phenomena, especially increased corrosion. This is particularly problematic in the case of rails installed in a substructure, for example in a street, which is very common in municipal railways, such as trams. At the same time, vibration and sound insulation is particularly important there, so that the rails are often elastically supported, for example by means of an elastic rail base profile. This means that the rail moves under static and dynamic loads in the substructure, mainly in the vertical direction, but also laterally, for example due to dynamic forces, such as centrifugal forces when cornering, (rail head deflection).
  • the WO 2004/048696 A1 describes a rail as described at the beginning, also with successively sprayed on electrically insulating and flexible layers. Based on this development, the invention intends to further improve the rail, its manufacture and its use.
  • the EP 1 206 599 B1 describes a damping profile for grooved rails, which consist of prefabricated, extruded profile halves shaped according to the rail profile, which consist of an electrically insulating elastomeric material, such as a rubber mixture, in practice from plastic-bound particles of car tires. They have air chambers running along the rail below the rail head, which should make the profile so compressible in this area that they can accommodate the vertical deflections. As a result, the profile in this area is considerably thicker than in the area of the rail web.
  • the EP 2 019 168 B1 describes a grooved rail provided with electrical insulation in the form of a profile including the rail including an elastic rail foot molding, but with the exception of the rail head top and the rail head sides, surrounding profile, which is double-walled in the area of the rail head undersides and the web with longitudinal air chambers.
  • the prefabricated profile is attached to the rail in the area of the head using adhesive strips on both sides.
  • a similar profile shows the EP 2 960 370 A1 .
  • EP 093 7181 B1 shows a Vigniol rail, on both sides of which there are elastic intermediate layers with hollow chambers. They occupy the entire space between the head and the foot. They are not suitable for ensuring electrical insulation in the subsurface.
  • EP 1 400 628 A2 describes a rail, which is provided with a coating layer made of an electrically insulating and corrosion-resistant material, the coating being covered with a coating of an elastomeric material.
  • DE 197 06 936 A1 discloses a rail for rail vehicles which is encased by an electrically insulating elastomer profile.
  • the object of the invention is to provide a rail of the type mentioned and a method for its preparation for laying in a substructure, which ensures reliable electrical insulation combined with damping of vibration and sound even after long operating times.
  • the layer according to the invention thus has a much greater thickness than a coating applied only for corrosion protection and insulation in the manner of a paint finish.
  • the total thickness of the layer is measured in the area of the underside of the rail head / web depending on the maximum vertical and / or lateral deflection of the rail under static and dynamic loads and on the flexibility including volume compressibility and the shear flexibility of the layer.
  • This flexibility of the layer absorbs the maximum deflection or movements of the rail in the layer without affecting the substructure or being damaged by it.
  • the outer skin of the layer should not move relative to the substructure in the area of the rail head underside / web when the rail moves.
  • the substructure particularly in the grooved rail, extends far into the rail chamber formed between the underside of the rail head and the rail foot and is usually made of concrete or asphalt reinforced with ballast, that is to say a quite rigid and inhomogeneous material.
  • the flexibility of the layer means that its outer skin does not scratch along the concrete surface, which could not only damage the layer in the web area, but also detach particles from the concrete, which then appear in the gap like emery can scratch the layer and permanently damage it.
  • the WO 2004/048696 A1 proposes to provide the outer layer with a coating with a low coefficient of friction, for example made of PTFE (plytetrafluoroethylene), in order to prevent the outer layer from adhering to the substructure (see there for FIGS. 15 A and 15 B).
  • PTFE polytetrafluoroethylene
  • the good adhesion of the sprayed-on and hardenable inner layer ensures for example, by applying the outer layer before the inner layer hardens, to ensure that the entire layer is not detached from the rail, both in the case of vertical and load-induced vertical movements and when the rail moves sideways.
  • the layer i.e. the outside of the outer layer
  • adheres to the substructure i.e. to the part of the in-situ concrete or reinforced asphalt that is brought into the rail chamber after the rail has been laid.
  • a material or form-fitting connection is to be produced, which can be achieved, for example, by a fibrous or open-pore structure of the outside of the outer layer.
  • the layer should also absorb the shear forces occurring between the rail and the substructure in the region of the web when the rail moves vertically.
  • the flexibility of the layer must therefore be dimensioned such that the inside of the layer facing the rail web and the outside facing the substructure can shift parallel to one another without the layer being structurally adversely affected or the adhesion to the substructure being impaired.
  • the flexibility of the layer thick in the web area, and preferably also in the area of the rail head sides ensures that the substructure is not damaged even when the rail moves laterally, that is to say the rail head deflection mentioned at the beginning. Overall, good vibration and sound damping is thus achieved in addition to the safe electrical insulation.
  • the rail can be laid ready for installation.
  • the method according to the invention comprises the preparation of the rail surface by blasting and / or priming, then the spraying on of a plastic layer adhering to the rail and curing in a flexible and volume-compressible manner.
  • the layer can then be supplemented in the area of the underside of the rail head and possibly the rail head side and the web of the rail by further spraying to the required total thickness.
  • the flexible material of the layer should be volume-compressible, preferably by means of embedded, volume-compressible, closed cells. Such a material can easily be processed by spraying, preferably in two-component form, in the manner of a closed-cell, quite solid foam. It is also possible to add other flexible fillers or those that do not hinder the flexibility.
  • open air chambers which run in particular along the rail, can fill with liquid and dirt due to the pumping action that arises from every rail deflection, i.e. every wheel axle rolling over it, even if there is only a small opening at one point, for example Rail joints or tie rod attachments. The air chambers then act like hard rods over time and the profiles lose their flexibility, which can lead to their destruction.
  • the invention thus creates a rail for electrical trains, which can be embedded elastically in a street and its substructure, which usually consists of concrete.
  • the electrical insulation of the rail from the substructure is in the form of an elastic, flexible hardening and, if necessary, provided with fillers Spraying layer securely adhered to the rail surface.
  • the total thickness of the layer is dimensioned such that it can absorb movement of the rail due to load, both by compression and by flexible shear (displacement of the inside and outside of the layer, generally parallel to one another) without damaging the layer and / or the substructure . If the entire thickness of the layer also covers the sides of the rail head, the otherwise necessary joint grouting between the road surface and the rail can be omitted.
  • the layer is composed of an inner and an outer partial layer, from which the inner partial layer is sprayed on and the outer partial layer is applied in the form of a mat to the inner partial layer before it is cured flexibly.
  • Fig. 1 and 2nd show a grooved rail 11, for example for a tram, with a rail head 12 with a tread 13 for the vehicle wheels (not shown) and a groove 14 for receiving and guiding the wheel flange.
  • the rail head 12 is connected to a wide rail foot 15 by a web 16.
  • the rail foot 15 is supported on an elastic rail foot pad 17, which in turn lies on a base 18.
  • the bottom casting serves to even out the support of the rail foot profile 17 on the relatively coarse concrete support plate 19 underneath.
  • the rail is surrounded by a two-part layer 20, which consists of an inner layer 51 and an outer layer 52.
  • the inner layer 51 completely surrounds the rail with the exception of the top of the rail head 27, that is to say the running surface 13 and the groove 14.
  • the layer is made by spraying on a 2-component material which adheres well to the surface of the rail and cures flexibly and, if necessary, in a volume-compressible manner, to which radiation for example sand or shot peening, prepared rail surface, preferably by several successive spraying operations.
  • the thickness of the inner layer 51 can vary in individual areas of the rail, but is preferably only so thick that complete electrical insulation of the rail 11 in the substructure 40 is ensured.
  • the material of the outer layer 52 can be an economically and / or ecologically favorable material, for example recycling material made from car tires, which is made of plastic and possibly with closed micro-gas cells, usually with a bond made from plastics.
  • a natural or artificial fibrous material is particularly preferred, but in addition to the volume compressibility, it must also have sufficient shear flexibility to withstand parallel displacements between the rail and the substructure, ie between the inside of the inner layer 51 and the outside of the 30 outer layer 52 without permanent damage.
  • a fine cross-hatching on the outside 30 indicates that a form-fitting surface structure, for example in the form of fibers, open pores or the like, should be provided at least there. It could also be just a layer containing fibers on the outside of an outside layer containing the previously defined flexibility properties.
  • Particularly suitable plastics for production or use in the outer layer 52 are polyurethane elastomer and epoxy plastics with suitable elasticization. Also random fiber mats, which contain natural fibers or fibers made of plastics such as PP, PA or PE can be used.
  • the substructure 40 is introduced in the form of concrete and stamped or shaken, the finer concrete components, i.e. cement and sand, will lay around the fibers or in open pores and so on ensure a form and material bond, i.e. an adhesive connection.
  • reinforcing constituents of the concrete such as pebbles 55 or other additives, will also be pressed into the outer side 30 of the outer layer 52, which the latter can withstand thanks to the flexibility of the outer layer.
  • Adhesion of the outer layer to the substructure can also be generated in other ways, e.g. through special adhesion promoters.
  • the outer layer 52 which is shown in the drawing, extends as Fig. 1 shows, from the outer edge of the rail foot top 23 to the tread, as in Fig. 1 is shown on the left side of the rail. There, if desired, it can form the seal to the road surface 56 with or without joint potting, but usually a joint potting 43 with bitumen or elastic and adhesive plastic is provided, as shown in FIG Fig. 2 shown. It is advantageous if the strip-like mat forming the outer layer 52 has a predetermined tear-off point 57 at the point to which the substructure 40 is to extend.
  • the outer layer 52 then protects the inner layer 51 from buildup when the sub-base concrete is being introduced, but the upper strip 58 can then be easily torn off before the grouting is applied if buildup on the inner layer 51 is prevented there (see Fig. 1 , right side of the rail).
  • the strip-shaped mat forming the outer layer 52 can have recesses 59 in the form of notches at the kinks between the rail head underside 22 and web 16 and the web and rail foot top 23 from the outside 30 to just before their inside, which form the outer layer 52 from a flat strip facilitate.
  • Fig. 1 shows that a layer corresponding to the outer layer 52 is also applied to the inner layer 51 forming the insulation on the underside 22 of the rail foot in a manner comparable to that on the rail sides which form the rail foot profile 17. It can differ from the rest of the outer layer by other resilience and flexibility values.
  • the measures for imparting adhesion can, however, correspond to those on the remaining outer layer, so that an active connection of the foot profile is created not only to the rail but also to the bottom casting 18.
  • the rail prepared in this way is embedded in the substructure 40, which surrounds the rail on its rail base profile 17 and the base molding 18 up to close to the top side 27 of the rail head.
  • the substructure 40 consists of a layer of roadway concrete and a much thinner layer of roadway asphalt 42 or another finer surface layer.
  • the road asphalt 42 is sufficient in Fig. 1 not quite up to the rail head side surfaces and there is provided with joint grout 43 made of bitumen or an elastic material, which should also prevent the ingress of moisture between the rail and the substructure.
  • the method for producing the electrical insulation on the rail can be carried out in a stationary manner in a building yard, but is so relatively easy to carry out that a mobile, for example track-bound processing unit is also possible.
  • the method requires the preparation of the rail surface by blasting, for example by sand or shot blasting, possibly depending on the properties of the layer to be sprayed, the spraying of a primer, then the spraying of the layer 20 in the distribution and layer thickness indicated above.
  • the entire surface of the rail to be insulated is provided with the inner layer 51 and then, in one or more further work steps, the outer layer 52, which complements the entire layer 20 to the total thickness 25 in the areas described.
  • the outer layer 52 which complements the entire layer 20 to the total thickness 25 in the areas described.
  • rails that are connected to one another by tie rods prior to installation, they can also be insulated with the same Coating. This also avoids any leaks that could arise if the tie rods were retrofitted.
  • a prepared strip for example delivered in a roll, of the desired width, i.e. for covering the web and the underside of the rail head and, if appropriate, the rail head sides and the top of the rail foot, is pressed onto the not yet hardened inner layer 51 and forms there the outer layer 52 supplementing the layer 20 to the total thickness 25.
  • This process is relatively easy to carry out since the strip only has to be curved in two dimensions and the notches or recess in 57 support this. Due to the adhesive effect of the inner layer 51, support after pressing is hardly necessary.
  • the strip forming the outer layer 52 also has properties that meet the conditions of flexibility and volume compressibility and the described adhesion-promoting outer side facing the substructure.
  • the total thickness 25 of the layer is measured on the one hand according to its material properties and on the other hand according to the maximum deflections occurring on the rail caused by loads. These are primarily vertical deflections due to the weight loads and dynamic forces applied by the vehicle wheels, for example, the wheels rattling, for example when braking. However, deflections can also occur to the sides, such as the rail head deflection, which can be caused by lateral thrust in curves or by the wheelsets rolling.
  • a total thickness 25 of the layer 20 in the range between 5 and 15 mm is appropriate, preferably 7 to 10 millimeters. So if a maximum rail deflection in the vertical and / or lateral direction of 2mm is possible and the damage-free compressibility and flexibility is 40%, a total layer thickness of 5mm can be sufficient. If the degree of flexibility is lower and / or the maximum deflection to be feared is greater, the larger specified thickness values can be correct.
  • Suitable materials for the layer 20 are numerous plastics which can be processed by spraying, have good adhesion to the prepared steel surface and cure flexibly, or by themselves or by means of appropriate fillers such as microspheres, cork powder or the like. are also volume compressible. These include polyurethane elastomers, isocyanates and other polyadditive materials. It is also important that cells contributing to the volume compressibility are closed and that after hardening there is still an outside that provides adhesion to the substructure.
  • the invention thus provides a grooved rail with an outer skin which is capable of absorbing all movements of an elastically mounted rail without affecting the substructure, damaging it or, more importantly, being damaged by it itself.
  • the inner layer ensures complete electrical insulation regardless of all other measures.
  • the vertical Rail deflections which usually have the larger amplitude, prevent the layer from scratching along the concrete substructure layer which engages in the rail chamber 21 between the rail head 12 and the rail foot 15 and is thereby damaged.
  • the aggregates in the concrete layer have a considerable grinding effect, which can lead to grinding through in the case of the conventional damping profiles, especially in the web area. Fillers, such as pebbles or the like, can also press into the outer skin of the layer when compacting the substructure and hold the layer, so to speak, positively, mainly in the area of the web.
  • the layer applied according to the invention provides excellent damping of the shocks and vibrations to which a rail is exposed and their effects on the substructure and the noise level in the environment and for complete corrosion protection.
  • the substructure 40 projects into the rail chambers 21, which are quite large in particular in the case of a grooved rail, and thus a material-consuming filler is avoided, non-destructive absorption is ensured for all rail deflections and vibrations that occur.
  • the layer in the region of the rail head underside 24 is subjected to compression, on the rail foot top is subjected to tension and in the region of the web 16 and the rail head sides is subjected to shear (and in the opposite direction when the rail swings back).
  • the load conditions for lateral rail deflection pressure / tension in the area of the web and rail head sides as well as shear in the area of the rail head sides and top of the rail foot) are also opposite.
  • the rail according to the invention is mainly for laying in a fixed substructure, such as a road or the like. thought. However, it also has advantages when laid in the ground (lawn rail) due to its excellent body, which is stored in the ground against damage, such as pointed stones, and is not leak-prone insulation. the total thickness of the layer can then be reduced to low values.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
EP17742735.8A 2016-08-01 2017-07-21 Schiene mit elektrischer isolierung Active EP3380672B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17742735T PL3380672T3 (pl) 2016-08-01 2017-07-21 Szyna z izolacją elektryczną

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016114172.0A DE102016114172A1 (de) 2016-08-01 2016-08-01 Schiene mit elektrischer Isolierung
PCT/EP2017/068438 WO2018024502A1 (de) 2016-08-01 2017-07-21 Schiene mit elektrischer isolierung

Publications (2)

Publication Number Publication Date
EP3380672A1 EP3380672A1 (de) 2018-10-03
EP3380672B1 true EP3380672B1 (de) 2020-05-13

Family

ID=59384174

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17742735.8A Active EP3380672B1 (de) 2016-08-01 2017-07-21 Schiene mit elektrischer isolierung

Country Status (5)

Country Link
EP (1) EP3380672B1 (pl)
DE (1) DE102016114172A1 (pl)
DK (1) DK3380672T3 (pl)
PL (1) PL3380672T3 (pl)
WO (1) WO2018024502A1 (pl)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2025190875A1 (de) * 2024-03-13 2025-09-18 Het Elastomertechnik Gmbh Schienenlagerungssystem

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018109255A1 (de) 2018-04-18 2019-10-24 Edilon Sedra Gmbh Elastisch zu lagernde Schiene
DE102018007317A1 (de) * 2018-09-17 2020-03-19 Alp Gmbh Vorrichtung zum Dämpfen von Schallgeräuschen und Absorbieren von Schwingungen einer Eisenbahnschiene

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3032071B2 (ja) * 1992-02-05 2000-04-10 第一高周波工業株式会社 被覆レール
DE19646133A1 (de) 1996-11-08 1998-05-14 Hermann Ortwein Unterbau für ein Gleis für Schienenfahrzeuge
DE19706936A1 (de) * 1997-02-20 1998-08-27 Hermann Ortwein Schiene für Schienenfahrzeuge
DE19939838A1 (de) 1999-08-21 2001-02-22 Freiburger Verkehrs Ag Dämpfungsprofil für Rillenschienen
AT411694B (de) 2002-01-24 2004-04-26 Getzner Werkstoffe Holding Gmbh Einrichtung zur elastischen lagerung einer rillenschiene
GB0220918D0 (en) * 2002-09-10 2002-10-23 Wolfendale Robin Assembled embedded rail
NL1021990C2 (nl) 2002-11-25 2004-05-26 Edilon Bv Railconstructie met bekledingsstructuur.
DE102007035052A1 (de) 2007-07-26 2009-01-29 Hermann Ortwein Mit einer elektrischen Isolierung versehene Rillenschiene
RU2014134725A (ru) * 2012-01-26 2016-03-20 Фоссло-Верке Гмбх Конструктивные элементы, изготовленные из усиленного волокнами синтетического материала для систем крепления рельсов рельсовых транспортных средств
US9617688B2 (en) 2014-06-26 2017-04-11 Polycorp Ltd. Rail assembly

Non-Patent Citations (1)

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Title
None *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2025190875A1 (de) * 2024-03-13 2025-09-18 Het Elastomertechnik Gmbh Schienenlagerungssystem

Also Published As

Publication number Publication date
WO2018024502A1 (de) 2018-02-08
DE102016114172A1 (de) 2018-02-01
DK3380672T3 (da) 2020-08-17
PL3380672T3 (pl) 2020-11-16
EP3380672A1 (de) 2018-10-03

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