EP3489413B1 - Fire retardant rail chamber filling element, escape route slab and production method - Google Patents

Description

field of invention

The invention relates to a fire-retardant rail chamber filling element for installation in the rail chamber of a rail, e.g. a tram, railway or subway track, a fire-retardant escape route panel and a method for its manufacture.

Background of the Invention

The invention relates to rail chamber filling elements for rails, in particular both rail chambers of the rail being filled with rail chamber filling elements and a large number of rail chamber filling elements joined together at the end face forming a strand in the rail chamber extending longitudinally along the rail to the left or right. The invention also relates to molded elastomer parts as escape route panels for an escape route.

It has been known for a long time to provide rails of rail tracks, in particular tram rails, with so-called rail chamber filling elements, or chamber filling elements for short. Such chamber filling elements are used in the rail chamber between rail head and rail foot. An example of a rail chamber filling element can be found, for example, in DE 40 04 208 C2 . Also the international publication script WO 2006/032684 A1 shows the application of a rubber sleeve around a rail foot to dampen vibrations generated by the rail vehicles.

Sometimes such chamber filling elements are replaced on the side facing away from the rail by an adjoining Road surface that is rolled up to the chamber filling element, eg at level crossings, held on the rail. If necessary, chamber filling elements should also be stuck in the rail chamber without a laterally supporting road surface and are therefore partially clamped or glued into the rail chamber. Examples of clamped chamber filling elements can be found e.g. B. in the DE 197 09 111 A1 or the EP 0 726 359 B1 . The EP 0 726 359 B1 relates, among other things, to chamber filling elements that are specially prepared for driving on road vehicles with tires along the track, eg to provide an emergency lane for emergency vehicles. These chamber filling elements can also be driven on if they are not laterally supported by a road surface but, for example, a so-called grass track is present, since these chamber filling elements have sufficient load-bearing capacity and locking on the rail. It can be seen that in this case special requirements must be placed on the stability of the chamber filling element and its attachment to the rail, so that, for example, the chamber filling element does not jump out of the rail chamber when driving on.

The rails are usually bolted to the ground, eg on sleepers, with rail fastening devices at regular intervals. Such fastening devices can be designed in different ways. For example, the rails can be braced against the sleepers in such a way that tension clamps, for example W, K or Nabla clamps, overlap the rail feet and are screwed into the sleepers by means of fastening screws. Also, for example, the rail feet can be overlapped by clamping plates, which each nut on a Threaded anchors are held, which in turn is firmly anchored in a dowel hole in the sleepers. In the case of tram rails in particular, electrically insulating components are also used in order to reduce stray currents.

It is also known to use vibration-damping track or rail bearing systems on tram rails, which reduce the structure-borne noise caused by vibration when the tram is driven over. Here bedding cushions, for example, made of polyurethane, the degree of hardness and elasticity of which is specially adapted to the load and vibration damping requirement under the rail foot or according to the EP 2 295 636 A1 Bonded regenerated rubber bedding elements used. According to DIN 45673-8, such vibration-damping track or rail mounting systems are referred to as continuous elastic rail mounting. Such track or rail bearing systems use some of the rail foot laterally encompassing rail foot profiles and are optionally combined with rail chamber filling elements, such as in the EP 2 295 636 A1 and the DE 20 2015 104 683 is shown.

If rail chamber filling elements are only clamped into the associated rail chamber but not glued, there are clearly high demands on the shape so that the rail chamber filling elements can be used well on the one hand and are secured against slipping out on the other. Depending on the application, the materials from which rail chamber filling elements are made also have certain requirements in terms of watertightness, stability and temperature resistance both against high temperatures and against frost, resistance to de-icing salt and, last but not least, ability to insulate against stray currents. However, environmental protection aspects also play a role. In this regard, rail chamber filling elements made of vulcanized rubber or polyurethane-bound rubber granulate, in particular at least partially made of recycled old tires, have become established. This material has, among other things, sufficient resilience and Shore hardness for the intended use. On the other hand, the stability and hardness of this material requires a certain amount of effort during installation. Typically, these rail cavity fillers are manually fitted to the rail on site by construction workers and hammered into the rail cavity.

Construction measures in which rail tracks are provided with such chamber filling elements often involve many kilometers of track. Therefore, there is great cost pressure and even small improvements that result in small cost savings, especially in public bidding processes, can mean a decisive competitive advantage. These can lie, for example, in slightly lower production, maintenance and/or logistics costs and, above all, in assembly that is somewhat more efficient in terms of working time. In addition, of course, quality is also in the foreground here, ie a permanent connection with the rail should be guaranteed, which can withstand the vibrations that occur here and any external loading forces that may occur in the long term. Furthermore, good stray current isolation is important, particularly in the case of tram rails.

General Description of the Invention

In addition to the aforementioned requirements for rail chamber filling elements, the inventors have now faced the problem of developing rail chamber filling elements which also have fire-retardant properties and which can be produced particularly easily and inexpensively. With the improvement of the fire protection properties, a rail chamber filling element or elastomer molding was developed as an escape route panel, which continues to meet the aforementioned requirements in terms of stability, the load forces to be withstood and also the requirement for the lowest possible production costs as a competitive advantage, but also has fire-retardant properties.

The invention has therefore set itself the task of providing a rail chamber filling element and an elastomer molding as an escape route panel which is fire-retardant, simple and inexpensive to produce and basically as easy to process as the previous rail chamber filling elements. In the production of the rail chamber filling element or the elastomer molded part as an escape route panel, no additional work step is advantageously required in comparison to conventional, non-fire-retardant parts.

The object of the invention is solved by the subject matter of the independent claims. Advantageous developments of the invention are defined in the dependent claims.

According to the invention, a fire-retardant rail chamber filling element for a rail is presented, which has a rail foot, a rail head and a rail web connecting the rail head and the rail foot to one another. Between the rail head and the A rail chamber is defined on each side of the rail web at the foot of the rail.

The rail chamber filling element is designed to at least partially fill out one of the rail chambers. In other words, the rail chamber filling element is shaped in such a way that it at least partially fills the rail chamber and preferably nestles against the rail.

The rail chamber filling element or the escape route panel according to the invention comprises an elastomeric granulated material, which is in particular a rubber-elastic but slightly compressible granulated material, a fire protection additive and a binder for binding the elastomeric granulated material. In other words, the elastomeric granulate material forms the essential framework of the rail chamber filling element. The elastomeric granular material, which is preferably initially available in pourable or flowable form for production, is bound in the binder. The elastomeric granular material comprises cable jacket granules in a relative proportion of at least 20% and a fire retardant additive bound in the cable jacket granules.

In a further development, the rail chamber filling element or the escape route panel can be prepared in such a way that the binder also at least partially binds fire protection additive. In other words, the fire protection additive is added to the binder so that it binds together with the elastomeric granular material in the mass thus formed by means of the binder.

The binder preferably comprises polyurethane (PU). It can be a one-component or two-component PU in the application.

The proportion of the binder in the mass of the rail chamber filling element is preferably at least 6%. A binder content of the total mass of the rail chamber filling element of around 7% is usually set. In further versions, the proportion of the binder in the mass of the rail chamber filling element can be up to 20%.

The rail chamber filling element consists, for example, of polyurethane-bound elastomeric granular material with the fire protection additive bound therein. In other words, the elastomer molding or rail chamber filling element consists of rubber granules bound with a binder, in particular polyurethane-bound rubber granules, the rubber granules preferably consisting predominantly of recycled rubber. This material is inexpensive to manufacture and flexible in terms of shape.

The density of the polyurethane-bound rubber granules of the rail chamber filling element or elastomer molding is preferably between 850 kg/m ³ or possibly 900 kg/m ³ and 1250 kg/m ³ or 1200 kg/m ³ .

The elastomeric granular material used, in particular with or made of cable jacket granules or cable scrap, also advantageously has a higher density, so that - depending on the proportion of cable scrap in the overall material - a density of the polyurethane-bound rail chamber filling element or elastomer molding is particularly preferably between 1150 kg/m ³ and about 1400 kg/m ³ , more preferably a density between 1260 kg/m ³ and 1400 kg/m ³ . The higher density that can be achieved with a proportion of the mixture according to the invention results in a higher load-bearing capacity of the end product, ie the rail chamber filling element or the elastomer molding. Especially when using a higher proportion of cable jacket granules of at least 50% of the rubber granules, or at least 70%, at least 90% or particularly preferably if the rubber granules consist of cable jacket granules, an increased load-bearing capacity of the elastomer molding can be determined. With the aforementioned comparatively high proportions of cable jacket granules, a higher rigidity of the elastomer molding was also observed, for example a stiffness increased by about 10 times compared to such conventional rail chamber filling elements without or with a small proportion of cable jacket granules.

With the increased proportion of cable jacket granules in the elastomer molding in a proportion as described in the previous paragraph, a new or modified binder can also be used, which has a higher hardness in order to further improve the rigidity of the elastomer molding. Such a harder binder is also based on polyurethane, but has shorter molecular chains and thus achieves greater hardness or rigidity. The higher rigidity of up to 60% compared to conventionally used polyurethanes can be brought about in particular by the fact that shorter molecular chains achieve a lower degree of "entanglement" with neighboring molecular chains when they are unbound.

In particular, such polyurethane-bound rubber granulate has the local Rail chamber filling elements required electrical and mechanical properties. An improvement in the electrical insulation capacity can be attributed to the use of electrical insulation material in the rubber granulate mixture according to the invention.

The elastomeric granulate material preferably comprises recycled rubber, ie recycled rubber granules. The recycled rubber granules can be obtained from old tires, for example. Thus, the granular elastomeric material may comprise styrene butadiene rubber since recycled rubber from scrap tires typically consists largely of styrene butadiene rubber. As a result, the elastomeric granular material can be obtained and prepared extremely inexpensively, which also makes the production of the elastomeric molded part or the rail chamber filling element more economical.

The elastomeric granular material includes cable jacket granules, and in particular can even consist predominantly of cable jacket granules. The cable sheathing granules are, for example, industrial cables with rubber sheathing, and in this case preferably new cables and faulty batches that are separated out in the production process, i.e. so-called factory scrap. The proportion of the new cable in the cable jacket granules can preferably be over 95%.

The elastomeric granular material can obtain the recycled cable sheath components predominantly from new cables and preferably have a proportion of at least 90% by weight of new cables; But other proportions of the mixture of new cables in the cable jacket granules are also according to the invention, for example 80%, 50% or less.

For example, modern power and telephone cables can be used. The sheathing is removed from these cables in an automated process and cut into pieces typically around 3 mm in size. The coating does not have to be separated in terms of colour, so it is mixed-color granulate.

What is particularly advantageous about this is that the cable sheathing materials used already have cross-linked fire protection materials in the material, which the cables have already received for their originally planned purpose.

The metal content of the cable sheathing granules used, i.e. the purity, has been further reduced in recent decades due to numerous technical improvements to the processing systems, such as the cutting knives and screening technology in particular. The metal content, such as copper in particular, gets into the cable jacket granules from core residues. The reduced metal content of preferably less than 2% by weight of the mass of the cable jacket granules reduces the electrical conductivity, so that the cable jacket granules themselves can now also be regarded as electrical insulation material.

In addition, due to improved processes, wires protruding from the cable jacket granules, in particular copper wires, can now be largely ruled out, because it is predominantly only metal dust that is in the cable jacket granules are included. To a significant extent, this improves the handling of the cable jacket granules and also the handling of the finished elastomer molded part or rail chamber filling element. In the manufacture, processing and installation of the elastomer moldings or rail chamber filling elements, sharp-edged, protruding metal parts that are prone to injury are therefore no longer significant. The reduced metal content also contributes to the fact that cable jacket granules are now at all suitable for use in the production of elastomer molded parts or rail chamber filling elements.

The cable jacket granules preferably have a copper content of less than 10% by weight, preferably less than 5% by weight and more preferably less than 2% by weight of the weight of the cable jacket granules.

The cable jacket granulate can be mixed with other granulate materials in order to form the elastomeric granulate material of the elastomer molding or the rail chamber filling element. The cable jacket granulate is particularly preferably mixed with recycled rubber.

The cable sheath granules make up a relative proportion of at least 20%. The cable jacket granules can preferably make up a relative proportion of at least 40%. More preferably, the elastomer molding or the rail chamber filling element consists predominantly of cable jacket granules. The elastomeric granulate material can also be composed essentially entirely of cable jacket granulate.

The use of cable jacket granules can significantly improve the fire behavior of the elastomer molding or the rail chamber filling element, since fire protection additives are already cross-linked in the cable jacket granules. At least class D according to standard EN-13501 can be achieved through the use of cable jacket granules in the elastomer molding or in the rail chamber filling element, with the predominant to almost exclusive use of cable jacket granules and, if necessary, the addition of further fire protection additives, class C according to standard EN- 13501 can be reached. By adding further fire protection additives to the binder, the fire behavior of the elastomer molded part or the rail chamber filling element can be improved even if recycled rubber granulate, in particular made from styrene butadiene rubber, is used almost exclusively. With an appropriate mixing ratio of recycled rubber granules with cable jacket granules and, if necessary, further fire protection additives, class C according to the EN-13501 standard can also be achieved.

With the fire-retardant elastomer molded part or rail chamber filling element produced in this way, requirements for reduced smoke development of the material are also met. In addition, the elastomer molding or rail chamber filling element produced in this way has electrically insulating properties.

The elastomeric granular material advantageously has a particle size of 0 to 10 mm, preferably 0 to 5 mm. The majority of the elastomeric granular material preferably has a particle size of between 1 and 2.5 mm. In these grain size ranges it is particularly suitable for the production of the elastomer molding or rail chamber filling element.

The elastomer molding or rail chamber filling element can have the following components: 6 to 20% by weight binder, 70 to 94% by weight elastomeric granulate material, 0 to 10% by weight further fire protection additive. The aforementioned proportions by weight preferably add up to 100% by weight.

The elastomeric granular material contains the fire protection additive because the elastomeric granular material includes cable jacket granules and the cable jacket granules include the fire protection additive. In other words, the fire protection additive is part of the cable jacket granules and is already crosslinked there.

The cable jacket granules can more preferably consist of recycled cable jacket parts. The fire protection additive is then crosslinked in the recycling rubber of the reused cable jacket granulate, so that the elastomer molding or rail chamber filling element obtains the fire-retardant property in that the fire protection additive already crosslinked in the recycling rubber is absorbed in the elastomer molding or rail chamber filling element.

Aluminum trihydrate (ATH) can be included as a fire protection additive or as a further fire protection additive, but borates and phosphates can also be used. It has been shown that ATH is particularly easy to use for the production of fire-retardant elastomer moldings or rail chamber filling elements, so that overall with regard to occupational safety, a comparatively low load on ATH is caused. In addition, it can be used inexpensively. Eventually it turned out to be very efficient.

An elastomer molded part, in particular as a rail chamber filling element for a rail, thus comprises a binder, a cable jacket granulate bound in the binder, a fire protection additive, the fire protection additive being bound in the cable jacket granulate. If necessary, further fire protection additives can be added to the binder.

According to the objective of the present invention, the provided rail chamber filling elements or molded elastomer parts are particularly suitable for use in an environment with increased fire protection requirements. Accordingly, one aspect of the invention is the use of such a fire-retardant rail chamber filling element or a fire-retardant elastomer molded part in an environment with increased fire protection requirements.

According to the invention is therefore the use of a fire-retardant elastomer molding or a rail chamber filling element as described above in an environment with increased fire protection requirements, the elastomer molding or the rail chamber filling element comprising a binder, recycling granulate bound in the binder and fire protection additive, the fire protection additive in bound to the recycling granulate. If necessary, further fire protection additives can be added to the binder.

The fire-retardant molded elastomer part or the fire-retardant rail chamber filling element has recycled granulate. As described above, the recycling granules can have rubber granules, ie, for example, cable jacket granules and/or tire granules. The recycling granules can consist of elastomeric granulate material. Very generally, the recycling granules can have plastic granules, ie recycling plastic granules. Non-exhaustive examples of an elevated environment Fire protection requirements in which an elastomer molded part or rail chamber filling element can be used is a tunnel, a factory building or an industrial site. It can also be an indoor application, ie a Application in closed rooms, for example for sports purposes. Molded elastomer parts can also be used in a preferred manner for escape routes.

An escape route is, for example, a walkable area or strip arranged between tracks, in which individual panels are formed from elastomer molded parts and can be arranged next to one another. When a plurality of the escape route panels are designed, which are produced as elastomer molded parts in the sense of this invention as described above, a walkable route is created that has fire protection and thus in the event of a fire, especially in a tunnel, for example a double-track tunnel between the tracks arranged escape route panels, which do not - or less than conventional panels - prevent people using the escape route from passing through their own fire or smoke development. Moreover, an escape route constructed in this way with the elastomer moldings described above as path plates can be produced particularly inexpensively in comparison to known designs.

An escape route to be arranged in the track area therefore has a plurality of elastomer molded parts which are each arranged next to one another and together form an area of the escape route which can be walked on. The elastomer molded parts of the escape route have recycling granules containing cable jacket granules or consisting primarily of cable jacket granules, with a fire protection additive being bound in the cable jacket granules. Furthermore, the elastomer molded parts of the escape route have a binder such as a polyurethane.

The elastomeric molded parts of the escape route, ie the escape route panels, are designed in particular to provide the area between two tracks with at least a double track To fill out the railway line, i.e. to be laid between the tracks. Furthermore, the escape route panels in the sense of this invention are preferably used where fire or smoke development has to be taken into account, for example in a tunnel, or in a building or a closed room. However, routes that are far away from the tracks or escape routes that are not connected to the tracks can also be constructed using the escape route panels according to the invention.

The invention is explained in more detail below using exemplary embodiments and with reference to the figures, with identical and similar elements are partially provided with the same reference symbols and the features of different exemplary embodiments can be combined with one another.

Brief description of the figures

Fig. 1

einen Querschnitt durch eine typische Straßenbahn-Rillenschiene mit Darstellung der Schienenkammern,

Fig. 2

ein Querschnitt durch eine Schiene mit dem Einsetzen mehrteiliger brandhemmender Schienenkammerfüllelementen gemäß einer Ausführungsform der Erfindung,

Fig. 3

ein weiterer Querschnitt durch eine Schiene mit mehrteiligen brandhemmenden Schienenkammerfüllelementen gemäß einer Ausführungsform der Erfindung,

Fig. 4

eine perspektivische Explosionsdarstellung eines Straßenbahngleises mit einem brandhemmenden Schienenlagerungssystem gemäß einer Ausführungsform der Erfindung,

Fig. 5

einen Querschnitt durch eine typische Schiene mit eingesetzten brandhemmenden Schienenkammerfüllelementen gemäß einer Ausführungsform der Erfindung,

Fig. 6

eine perspektivische Ansicht eines brandhemmenden Schienenkammerfüllelements gemäß einer Ausführungsform der Erfindung,

Fig. 7

ein Querschnitt durch eine typische Schiene mit angesetztem befahrbaren Schienenkammerfüllelement bzw. Elastomerformteil,

Fig. 8

eine perspektivische Darstellung einer Verkehrsfläche gemäß einer Ausführungsform der vorliegenden Erfindung.

Show it:

1

a cross-section through a typical tramway grooved rail showing the rail chambers,

2

a cross section through a rail with the insertion of multi-part fire-retardant rail chamber filling elements according to an embodiment of the invention,

3

another cross section through a rail with multi-part fire-retardant rail chamber filling elements according to an embodiment of the invention,

4

an exploded perspective view of a tram track with a fire-retardant rail bearing system according to an embodiment of the invention,

figure 5

a cross section through a typical rail with inserted fire-retardant rail chamber filling elements according to an embodiment of the invention,

6

a perspective view of a fire-retardant rail chamber filling element according to an embodiment of the invention,

7

a cross-section through a typical rail with attached rail chamber filling element or elastomer molded part that can be driven on,

8

a perspective view of a traffic area according to an embodiment of the present invention.

Detailed description of the invention

Referring to 1 the rail track 10, in this case a tram rail 10, consists of a horizontal rail base 12, from which a rail web 14 extends vertically upwards in the center and a rail head 16 adjoining the upper end of the rail web. The rail base 12 has a left half or flank 12a and a right half or flank 12b which extend transversely away from the rail web 14 in the opposite direction. The rail head 16 of the grooved rail 10 has a groove 18 for receiving the wheel rim of the rail vehicle (not shown).

The left and right rail chambers 22a, 22b are defined below by the top 24a, 24b of the left and right flanks 12a, 12b of the rail base 12, inside by the two side surfaces 14a, 14b of the rail web 14 and upward by the curved undersides 16a, 16b of the rail head 16 is limited. On the outside, the rail chambers 22a, 22b are each delimited by an imaginary connecting line 26a, 26b between the outermost edge 28a, 28b of the left and right flank 12a, 12b of the rail foot 12 and the outermost left and right edge 30a, 30b of the rail head.

Referring to 2 Figure 12 shows an embodiment of a multi-part left and right rail cover Rail chamber filling element 50a, 50b, rail foot profile 36 and intermediate layer 34 shown.

In this embodiment, the rail foot profile 36 is made in one piece from a board-like rail foot underlay section 38 that contributes to the storage elasticity and left and right shaped sections 42a, 42b that are polygonal in cross section. The rod-like shaped sections 42a, 42b grip around the rail foot at their lower and outer end in one piece and in turn merge into the rail foot support section 38 in one piece. The rail foot profile 36 is made in one piece from polyurethane-bound rubber granules, for example from a mixture consisting of a proportion of 40% recycled used tires and 60% cable sheath granules, the mixing ratio in the present example being about 91% rubber granules with a particle size of about 2 mm to 5 mm, about 7% polyurethane binder and about 2% additional fire protection additive. Such rubber recycling material can be easily pressed into the desired shape at moderate temperatures of around 60°C in a press mold, thereby forming a closed-cell material structure. Overall, the rail foot profile 36 is a fire-retardant elastomer molded part 36 since it has fire-retardant properties. A fire protection additive is bound in the cable jacket granules used for production, which has a fire-extinguishing or fire-preventing effect in the event of a fire or heating situation. In addition, another fire protection additive is introduced into the fire-retardant elastomer molding 36, which also has a fire-retardant effect. The additional fire protection additive can have an equivalent effect to the fire-retardant effect of the cable jacket granules, so that the effect is reflected increased a larger amount of the same fire protection additive, and / or have a supporting effect, so that it supports the fire-retardant effect of the cable jacket granules.

Further referring to 2 an intermediate layer 34 in the form of an approximately 5 mm thick strip of foamed polyurethane can be arranged below the underside 32 of the rail foot 12 . The intermediate layer 34 made of foamed polyurethane has a lower modulus of elasticity than the rail foot profile 36 and/or the rail chamber filling elements 50a, 50b each made of polyurethane-bonded rubber granulate and is essentially responsible for the sinking of the rail when a rail vehicle drives over it, the thickness of the intermediate layer 34 can be selected depending on the anticipated lowering of the rolling stock.

Advantageously, the shim 34 is in the form of flat planar strips which are readily available in roll form and can be cut to the appropriate length. The intermediate layer 34 is particularly advantageously completely enclosed by the fire-retardant elastomer molding 36 so that the intermediate layer 34 can be prevented from being exposed to external fire or heat. Depending on the application, the corresponding intermediate layer 34 can also merge into the rail foot profile 36, so that the rail foot profile 36 also assumes the aforementioned damping property. The fire-retardant elastomer molding 36 can have the same composition as the left and right rail chamber filling element 50a, 50b, the composition of the Rubber granules in the fire-retardant elastomer molding 36 can also differ. In general, the fire-retardant molded elastomer part 36, like the rail chamber filling element 50a, 50b, consists of rubber granules bound in a binder with fire protection additives, with the fire protection additive either being bound in the rubber granules or, possibly additionally as a further fire protection additive, in the binder - e.g. polyurethane - bound together with the rubber granules is.

Referring again to 2 For example, left and right rail cavity filler members 50a, 50b are inserted into the remaining portion of the respective rail cavity 22a, 22b between the rail web 14 and the respective mold section 42a, 42b. Depending on the application, the lower part of the rail 10, ie the rail foot profile 36, can be cast in concrete 88 (cf. e.g 4 ) are poured. In the rail chamber filling element 50a, 50b shown as an example with the polygonal recesses 56a, 56b on the underside and on the outside, the rail chamber filling elements 50a, 50b can be inserted at an angle from above between the rail web 14 and the folded or pivoted shaped sections 42a, 42b, thereby creating a form-fitting connection with the Reach rail and the mold sections 42a, 42b.

Alternatively, the rail chamber filling elements 50a, 50b can first be inserted into the rail chambers 22a, 22b and then the mold sections 42a, 42b can be swiveled into the cutouts 56a, 56b in the rail chamber filling elements 50a, 50b. when the rail foot profile 36 or the intermediate layer 34 is in contact with the rail foot 12.

In both cases, a clamping effect occurs between the rail chamber filling elements 50a, 50b on the one hand with the shaped sections 42a, 42b and on the other hand with the rail chamber 22a, 22b, or with the rail base 12, the rail web 14 and the rail head 16.

The rail chamber filling elements 50a, 50b have a rod-like extension running along the rail, the inner side 52a, 52b of which is adapted to the shape of the respective rail 10 in order to fill the respective rail chamber 22a, 22b. For reasons of material saving and elasticity, however, the rail chamber filling elements 50a, 50b each have a recess in the form of a longitudinal groove 54a, 54b on their inner side 52a, 52b facing the rail web, with the rail chamber filling elements 50a, 50b each being above and below the longitudinal groove 54a, 54b on the rail web 14 as well as on the rail head 16 or the rail foot 12 and nestle there with a perfect fit.

Referring to 3 the fire-retardant rail bearing system with fire-retardant rail chamber filling elements 50a, 50b and the fire-retardant elastomer molded part 36 is shown in cross-section on the grooved rail 10. A floor covering such as asphalt is typically rolled onto the side of the fire-retardant rail bearing system.

Referring to 4 push the rail foot profiles 36 continuously frontally together, so that the Rail foot profiles 36 form a continuous lower web which extends under the rail foot 12 and encloses the flanks 12a, 12b of the rail foot 12. The left and right rail cavity fillers 50a, 50b also continuously abut each other, forming a continuous, continuous upper web that extends longitudinally along the left and right rails and fills the respective rail cavity 22a, 22b. In order to adapt to a typical tram track with continuous storage and tie rods spaced every three meters, the rail foot profiles 36 and the rail chamber filling elements 50a, 50b have a length of 750 mm each in this example.

figure 5 shows a further embodiment of fire-retardant rail chamber filling elements 50a, 50b, which are shaped in such a way that they already cause a self-clamping effect in the respective rail chamber 22a, 22b. In other words, the fire-retardant rail chamber filling element 50a is clamped in the rail chamber 22a by pressing against the rail foot 12 and the rail head 16 on the inside and applying a clamping force. In this embodiment, too, for reasons of material saving and elasticity, the fire-retardant rail chamber filling elements 50a, 50b each have a recess in the form of a longitudinal groove 54a, 54b on their inner side 52a, 52b facing the rail web 14, with the fire-retarding rail chamber filling elements 50a, 50b being above and below of the longitudinal groove 54a, 54b abut both the rail web 14 and the rail head 16 or the rail foot 12 and nestle there with a precise fit.

Referring to 6 the rail chamber filling element 50a has a compression section 23 which is arranged on the end faces of the fire-retardant rail chamber filling element 50a. The compression portions 23 and the rail chamber filler 50a can be manufactured together in one and the same mold so that they are firmly connected to each other. The rail chamber filling element 50a has recycling granules, in this example polyurethane-bound recycling granules. The recycling granules can be obtained from recycling rubber such as cable jacket granules. The two compression sections 23 are made of foamed polyethylene.

If the rail chamber filling elements 50a, 50b are now inserted one after the other longitudinally along the rail 10 into the rail chambers 22a, 22b, the compression sections 23 can be compressed so that a limited length compensation is possible. The compression section 23 improves the shoring of the rail chamber filling elements 50a, 50b in that the material of the compression sections 23 is softer and compressible.

Referring to 7 is a rail chamber filling element 50c that can be driven on, which extends further outward transversely to the rail than, for example, the rail chamber filling elements 50a, 50b Figures 1 to 6 . The passable rail chamber filling element 50c extends transversely to the rail beyond the rail foot fastening devices 60, which include a screw 62 and an annular spring 64, with which the Rail foot 12 is fixed. The rail chamber filler 50c 7 has lower recesses 66 for receiving the rail foot fastening device 60, which accommodate and cover the rail foot fastening devices 60. In the area of the rail foot fastening device 60, the rail chamber filling element 50c consists of 7 accordingly in the transverse direction of a rail chamber filling section 37, a bridge section 38 and a support foot 39. The rail chamber filling element 50c is in particular an elastomer molded part 50c.

The recesses 66 on the underside of the rail chamber filling element 50c are preferably located only in the area of the rail foot fastening device 60. Between the rail foot fastening devices 60, the rail chamber filling element 50c that can be driven on can therefore have a full cross section.

Referring to 8 there is the rail track of two rails 10 on a substructure, in this example two railroad tracks 10, which with

Rail mounting brackets 60 are attached to concrete sleepers 89. In the enclosed area between the two rails 10 and in the area bordering the rails on the outside, molded elastomer parts are laid to form a traffic area 70 which, in particular, can be driven on. Road surface 76 such as concrete or asphalt can adjoin further on the outside, from which the traffic surface 70 can also be driven on from the side.

The traffic area 70 is formed by a modular system, comprising intermediate rail plates 72 between the rails 10 and outer elastomer moldings 74 on both sides, each for connection to the road surface 76 . The intermediate rail plates 72 consist of a plurality of standard plates 73 and two end plates 73a. The intermediate rail plates 72 form a continuous path across the width of the traffic area 70 along the direction of extension of the rail track 10, in which the intermediate rail plates 72 are lined up in a row along the direction of extension of the rails 10, plate-to-plate, essentially without gaps, and thus form a chain of intermediate rail plates 72 form between the two rails 10.

Referring again to the 8 the intermediate rail plates 72, together with the left and right outer rail shaped bodies 74 and the upper sides of the two rails 10 lying between them, form a two-dimensional, essentially level traffic area 70, which by and large seamlessly adjoins the road surface 76 to the left and right of the rail track, so that non-rail-bound road users such as motor vehicles with tires, bicycles, motorcycles, wheelchairs, pedestrians, etc. can cross the rail track 10 via the level crossing 70 formed in this way at ground level.

In the installed state, the intermediate rail plates 72 include an arbitrarily selectable number, in this example eight standard plates 73 and two end plates 73a, namely one end plate 73a each at the two ends of the level crossing defined in the direction of extension of the rails 10, or the traffic area 70. The Standard plates 73 and the end plates 73a each have the same width in the direction of extension of the rails 10, in this example 600 mm, so that the width of the level crossing or the traffic area 70 in the direction of extension of the rails 10 is 6 meters in this example.

The intermediate rail plates 72, ie the standard plates 73 and the end plates 73a, are made in one piece from polyurethane-bound recycling granules or rubber granules, for example from cable jacket granules, or a mixture of cable jacket granules with recycled used tires. In the present example, the mixing ratio is about 93% rubber granulate with a particle size of about 2 mm to 5 mm and about 7% polyurethane binder. Such rubber recycling material, in particular made from cable jacket granules or portions of cable jacket granules, can be pressed into the desired shape in the press mold at moderate temperatures of around 60° C. and forms a closed-cell material structure.

In other words, the fire-retardant elastomer molding or rail chamber filling element is produced in the following three steps. In a first step, the rubber recycling material, that is to say in particular the cable jacket granulate or the rubber recycling material which predominantly consists of cable jacket granulate and which already has fire-retardant additive bound in a cross-linked manner, is placed in a compression mold. In a second step, a polyurethane binder is added, for example in a Mixing ratio of 85 to 95% rubber granules and correspondingly 5 to 15% polyurethane binder, with the proportions of rubber granules and polyurethane binder adding up to 100%. In a third step, the mixture of rubber recycling material, which already has crosslinked bound flame-retardant additive, and polyurethane binder is pressed in the compression mold at a moderate temperature, for example 60° C., resulting in a closed-cell material structure.

The density of the polyurethane-bound rubber granulate of the intermediate rail plates 72 is preferably between 850 kg/m ³ , possibly 900 kg/m ³ and 1250 kg/m ³ , possibly 1200 kg/m ³ . The density of the intermediate rail plate or the elastomer molding is particularly preferably between 1150 kg/m ³ and 1400 kg/m ³ , which can be achieved by predominantly using cable jacket granules in the rubber granules and possibly using a harder binder.

For example, for the construction of trafficable or traversable tracks in tunnels, trafficable or traversable tracks in industrial buildings or on factory premises, such traffic areas 70 can now be produced inexpensively in a fire-retardant manner. Molded elastomer parts can also be used in a preferred manner for escape routes.

It is obvious to the person skilled in the art that the embodiments described above are to be understood as examples and that the invention is not limited to these, but can be varied in many ways without departing from the scope of protection of the claims.

Claims (15)

1. A fire retardant rail chamber filling element (50a, 50b, 50c) for a rail (10) which has a rail foot (12), a rail head (16) and a rail web (14) connecting the rail head and the rail foot so as to define a rail chamber (22a, 22b) between the rail head and the rail foot (12) on either side of the rail web (14), the rail chamber filling element (50a, 50b) being adapted to at least partially fill one of the rail chambers (22a, 22b); or

   a fire retardant escape route slab for an escape route; comprising:

   a binder; and

   an elastomeric granulate material bound in the binder;

   characterized in that

   the elastomeric granulate material comprises cable jacket granulate in a relative proportion of at least 20 % and a fire protection additive that is bound in the cable jacket granulate.
2. The fire retardant rail chamber filling element (50a, 50b, 50c) or the fire retardant escape route slab according to the preceding claim, wherein the binder binds a further fire protection additive.
3. The fire retardant rail chamber filling element (50a, 50b 50c) or the fire retardant escape route slab according to any one of the preceding claims,

   wherein the proportion of the binder in the mass of the rail chamber filling element or of the escape route slab is at least 6 %; and/or

   wherein the proportion of the binder in the mass of the rail chamber filling element or of the escape route slab is up to 20 %.
4. The fire retardant rail chamber filling element (50a, 50b 50c) or the fire retardant escape route slab according to any one of the preceding claims,

   wherein the elastomeric granulate material comprises recycled rubber; and/or

   wherein the elastomeric granulate material comprises styrene butadiene rubber.
5. The fire retardant rail chamber filling element (50a, 50b, 50c) or the fire retardant escape route slab according to any one of the preceding claims,
   wherein the elastomeric granulate material predominantly consists of cable jacket granulate.
6. The fire retardant rail chamber filling element (50a, 50b, 50c) or the fire retardant escape route slab according to the preceding claim,
   wherein the elastomeric granulate material of the rail chamber filling element or of the escape route slab comprises a relative proportion of at least 70 % of the cable jacket granulate.
7. The fire retardant rail chamber filling element (50a, 50b, 50c) or the fire retardant escape route slab according to any one of the preceding claims,

   wherein the elastomeric granulate material has a grain size of 0 to 10 mm, preferably 0 to 5 mm; and/or

   wherein a predominant proportion of the elastomeric granulate material has a grain size between 1 and 2.5 mm.
8. The fire retardant rail chamber filling element (50a, 50b, 50c) or the fire retardant escape route slab according to any one of the preceding claims,

   wherein the rail chamber filling element or the escape route slab consists of

   6 to 20 wt% of binder,

   70 to 94 wt% of elastomeric granulate material,

   0 to 10 wt% of the further fire protection additive,

   wherein the aforementioned percentages by weight add up to 100 wt%.
9. The fire retardant rail chamber filling element (50a, 50b, 50c) or the fire retardant escape route slab according to any one of the preceding claims,
   wherein the cable jacket granulate consists of recycled cable jacket portions.
10. The fire retardant rail chamber filling element (50a, 50b, 50c) or the fire retardant escape route slab according to any one of the preceding claims,
    wherein the cable jacket granulate has a copper content of less than 10 wt%, preferably less than 5 wt%, and more preferably less than 2 wt% of the weight of the cable jacket granulate.
11. The fire retardant rail chamber filling element (50a, 50b 50c) or the fire retardant escape route slab according to any one of the preceding claims, wherein

    the fire protection additive or the further fire protection additive comprises aluminium trihydrate (ATH); and/or

    wherein the rail chamber filling element (50a, 50b, 50c) or the escape route slab has electrically insulating properties.
12. The fire retardant rail chamber filling element (50a, 50b, 50c) or the fire retardant escape route slab according to any one of the preceding claims,

    wherein the binder is distinguished by having increased hardness and further improves the rigidity of the rail chamber filling element; and/or

    wherein the density of the rail chamber filling element or of the escape route slab is between 1150 kg/m³ and about 1400 kg/m³, preferably between 1260 kg/m³ and about 1400 kg/m³.
13. Use of a fire retardant rail chamber filling element (50a, 50b, 50c) or of a fire retardant escape route slab according to any one of the preceding claims in an environment that has increased fire protection requirements.
14. Use of a fire retardant rail chamber filling element (50a, 50b, 50c) or of a fire retardant escape route slab according to any one of claims 1 to 12 in a factory building, a tunnel or an industrial site.
15. A method for producing a fire retardant rail chamber filling element (50a, 50b, 50c) for a rail (10) or a fire retardant escape route slab according to any one of claims 1 to 12, comprising the steps of:

    - filling a pressing mould with rubber recycling material which contains a relative proportion of at least 20 % of cable jacket granulate that includes fire retardant additive already bound therein in crosslinked form;

    - adding polyurethane binder to the rubber recycling material in the pressing mould, with the proportions of rubber granulate and polyurethane binder adding up to 100 %;

    - pressing the mixture of rubber recycling material and polyurethane binder in the mould, in particular at a moderate temperature, thereby forming a closed-cell material structure of the rail chamber filling element or of the escape route slab.

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