EP3556938A1 - Rail pour être monté élastiquement - Google Patents

Rail pour être monté élastiquement Download PDF

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Publication number
EP3556938A1
EP3556938A1 EP19168409.1A EP19168409A EP3556938A1 EP 3556938 A1 EP3556938 A1 EP 3556938A1 EP 19168409 A EP19168409 A EP 19168409A EP 3556938 A1 EP3556938 A1 EP 3556938A1
Authority
EP
European Patent Office
Prior art keywords
rail
fugenfüllelement
joint filling
filling element
conversion
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.)
Granted
Application number
EP19168409.1A
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German (de)
English (en)
Other versions
EP3556938B1 (fr
Inventor
Gerd GRÜTZE
Thorsten Utermöhlen
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 PL19168409T priority Critical patent/PL3556938T3/pl
Publication of EP3556938A1 publication Critical patent/EP3556938A1/fr
Application granted granted Critical
Publication of EP3556938B1 publication Critical patent/EP3556938B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C9/00—Special pavings; Pavings for special parts of roads or airfields
    • E01C9/06—Pavings adjacent tramways rails ; Pavings comprising railway tracks

Definitions

  • the invention relates to a rail to be supported elastically, which has a rail head with a running surface for the vehicle wheels, a rail foot and a rail web connecting them, in particular a grooved rail, which is intended to be surrounded by an optionally multi-layered embedding of the rail.
  • Substructure whose surface is in the height range of the tread to be surrounded at least on one side, wherein there is a gap between the embedding and the side surface of the rail head, which is to be filled with a Fugenphilllelement.
  • the invention further relates to a method for elastic laying of a rail in a track bed.
  • Rails that travel over inhabited areas, such as trams, have rails that are often integrated in the road body, which is also referred to below as a conversion.
  • the rail running surfaces for the vehicle wheels are almost in alignment with the road surface of the body. In the area of this surface there is a gap between the rigid road body and the rail, which is filled after installation of the rail and the completion of the road body with a liquid, curable potting compound (concrete and / or asphalt).
  • the rails are elastically mounted. Therefore, the rail head is deflected not only in the vertical, but also in the horizontal direction not insignificant in addition to thermal movements even when crossing the vehicle.
  • the EP 2 960 370 A1 shows a "shoe" for a Vignol rail in the form of a plastic shell with air chambers, which wraps the rail to the treads. It is inserted under the rail still an elastic intermediate layer in the shell. A connection to a road body or the like. is not scheduled. The hull completely surrounding the rail is also provided for the important electrical insulation of the rail from the ground.
  • the EP 2 019 168 B1 describes a similar sheath for a grooved rail.
  • the shell ends in front of the upper part of the rail head sides.
  • the adjoining, applied to the lower part of the rail head of the grooved rail, region of the shell is connected by an adhesive strip to the rail.
  • the EP 1 206 599 B1 describes laterally attached to a grooved rail profiles that extend up to the tread head sides close to the tread. As a result, the rail should be shielded from the close to the rail heranvraden road construction.
  • DE 10 2016 114 172 A1 shows laterally attached to a grooved rail profiles that leave the rail head pages mostly.
  • An insulating layer sprayed onto the rail reaches up to the running surface.
  • the joint to the body is filled with a grout as previously described.
  • the EP 1 331 310 A2 shows a grooved rail, the assembly of which initially elastic plates are glued to the underside of the rail feet. Left and right bearing parts are glued to the rail web, with an elastic layer protruding up and down over the support parts.
  • the excavation is poured to the predetermined height with concrete 11, which laterally adjoins the elastic layers and penetrates into the over the side walls of the elastic layers protruding part of a mounting grid, so that in the curing of the concrete anchoring of the bearing parts and thus the rail is done in concrete.
  • An asphalt layer forming the road surface is applied to this concrete layer, leaving a gap to the rail head or to the adjacent elastic intermediate layer. This joint is then potted with a bituminous potting compound.
  • An object of the invention is to provide a permanent and suitable for the elastic rail mounting joint between the rail head and the adjacent conversion with little installation effort at the site.
  • a prefabricated Fugenhellelement which consists of an elastic material, with a rail head facing the inside and a turned away outside, a top and a bottom is formed, the inside of the side surface of the rail head before laying the rail permanently adherently attached, one of the inner side opposite outer side for conversion adhesion-promoting and a rail foot facing underside is designed to prevent adhesion.
  • the rail can therefore be provided in advance, for example in a workshop and before transport to the installation site, each with a Fugenhellelement on both sides of the rail head, which is fixedly mounted and is prepared for the outwardly facing sides to the elastic Fixing the rail on the ground with a conversion material, ie concrete or asphalt, to be brought into adhesion-promoting engagement. Just as on the inside can be done by attaching an adhesive. On the inside there is the advantage that the rail head pages, unlike on site, by cleaning, primers or the like. can be prepared for a particularly good grip. It is also possible to use the material of the Fugenhellettis, preferably a sielanterminêtêtators polymer itself as an adhesive on the rail head side.
  • silane-terminated polymers have very high elasticity and recovery, but take longer to cure because they are moisture-curing, which would disturb the construction site.
  • a backup in the vertical direction for example, a positive connection between Fugenhellelement and remodeling, for example, an undercut may be provided.
  • adhesion-promoting elements in the material of Fugenhellenses.
  • This may be, for example, a nonwoven, the fibers of which projects beyond the outside and preferably also the inside of the joint filling element and is introduced in the production of the joint filling element so that it is embedded in the material of the joint filling element and on the inside the adhesive and / or on the outside picks up the concrete slab or the asphalt so that a form-fitting integrated connection is created, which provides tensile-strength elements as anchoring.
  • adhesion-promoting means is understood to mean elements or arrangements which indirectly and / or directly fix one another in particular by means of positive, force-locking or material-locking positioning of adjacent elements or their surfaces relative to one another.
  • Anank fürsdorfnamen are useful, for example, the embedding of fibers or a fabric, for example, one or more fabric strips that protrude beyond the outside of the Fugenhellenses. All this creates a not only pressure-resistant, but also tension-resistant connection, which takes into account the fact that the rail is designed in operation not only vertically, but also horizontally, the joint filling element should absorb these movements as compression and expansion, without it From the rail head sides and / or the conversion (concrete or asphalt) solves and formed columns, in which water and dirt can penetrate, which can lead to a complete detachment of the joint.
  • the joint filling element should not undergo adhesive bonding on its underside, usually to a rail chamber filling element or the substructure or substructure.
  • a release agent can be used, either in the form of an applied or split release layer or by spreading a dry sand.
  • the joint filling element can be provided with a releasable after the attachment of the conversion biasing means which applies a compressive stress between the conversion and rail head side. This would avoid significant lateral stresses acting on the joints of the Fugenhellelements in lateral movements when the bias voltage is so dimensioned that even at maximum deflection, the compressive bias outweighs.
  • Fugenhellelement Another useful possibility is to create in the Fugenhellelement a chamber which is set by itself or for example by an inserted tube under negative pressure, after installation of the rail a tiny connection with the atmosphere sufficient to the hose and thus the chamber to bring the expansion and thus the bias of Fugenhellenses.
  • joint filling element under its compressive stress between its inner and outer sides after its production and to block it by an outer clamping element, for example by an adhesive strip which is removed after the laying of the rail.
  • an inner clamping element for example a kind of stitching, where the sewing threads can be destroyed by heat.
  • the invention provides a method for the elastic laying of a particular rail according to the invention in a track bed having a rail head with a tread for the vehicle wheels, a rail and a rail web connecting them, in which in a first step before laying, for example in a Workshop or a manufacturing company, a prefabricated Fugenhellelement is permanently adhered to the rail head pages.
  • the thus prepared rail is elastically mounted on a substructure and the rail and in particular the joint filling element adherently adhering surrounded with a conversion, that is poured around with concrete or asphalt.
  • the material of the conversion preferably enclose on the outside of the Fugenhellettis protruding elements and embed adhesive manner of tie rods.
  • the invention thus provides a way to make a rail installation in a short time and with little construction work, the rail with the conversion, in particular to the rail substantially planar conversion, such as installation in a street, tight and without the risk of a gap with penetration of Moisture and dirt is and remains connected even with usage-related movements of the rail. It is also ensured that the rail in this area remains electrically isolated from the conversion, which is also.
  • the rail can be electrically isolated, moreover, as it is also in the DE 10 2016 114 172 A1 the applicant is shown. In addition to the lateral, so horizontal movements of the rail during operation of the joint filling element and the vertical rail movements are recorded.
  • the joint filling element and its adhesion are also ideally suited to elastically absorb shear movements and shear forces.
  • the invention provides a rail and an elastic rail installation, in which a prefabricated flexible Fugenphilllelement is already provided for the gap-free dense closing of the resulting on both sides of the rail joint in the preparation of the rail.
  • Adhesive elements and measures are provided to provide a pressure and tension-resistant connection between the rail and the conversion after rail mounting, e.g. concrete or asphalt.
  • a releasable expansion memory can be provided in the joint filling, which creates a pressure bias in the joint filling between the tag and the rail after installation of the rail and maintains.
  • the in Fig. 1 It has a rail head 13 with a tread 14 for the vehicle wheels, a track channel 15 for the wheel flange of the vehicle wheels and a Spurkanalseite 16.
  • the rail head 13 is connected by a rail web 17 with the rail 18. This is mounted on an elastic base profile 19. This in turn lies on a base plate 25, which compensates for unevenness of the track bed foundation 26.
  • Fugenhelletti 27 are adhesively attached to the rail head sides 23 on both sides before mounting the rail 11. These are prefabricated from a flexible plastic, in particular silane-terminated polymer in the form of a strip, for example as a continuous casting profile. Also suitable are polyurethanes and polysulfites. They have a substantially in one plane with the tread 14 and the remodeling (road) surface 30 of the conversion 31 or slightly lower top 33, in the example shown adjacent to a Kammer hypollelement 21 bottom 34, an adjacent to the rail head side inside 35 and an outer side 36 which adjoins the tag 31.
  • connection to the rail head sides is made by an adhesive layer 28, already in the preparation of the rail in a workshop equipped thereon or a corresponding device near the laying station. This ensures that the bonding takes place under the best conditions in terms of positioning, cleanliness, tempering and adhesive surface preparation on rail 12 and joint filling element 27.
  • adhesive layer 28 may be a good adhering to the rail and the material of Fugen hypollenses 20 adhesive, advantageously also from the same material as the Fugen hypollelement itself.
  • These examples also show a structuring of the outer sides 36 of Fugen hypollenses 27 such that a positive connection (undercut) at least in the vertical direction arises by at Fig. 2 the outside 36 extends downward sloping and Fig. 3 the outside 36 has an inward rounding 37.
  • Fig. 2 and 3 is also on the outside 36 of the Fugenhellenses 27, an adhesive layer 28 is shown. Since work on the construction site, such as the application of adhesives, etc. should be avoided as much as possible, an adhesive is only useful there, for example, if an adhesive layer 28 previously applied to the joint filling element can be activated by the application of the conversion, for example if at one Conversion 31 with an asphalt layer 39 in the liquid application sufficient heat is available to activate an existing adhesive melt adhesive layer 28.
  • Fig. 1 is indicated that the Fugen hypolelement has been provided on its inside as on the outside already in the production with a non-woven 41, which is embedded to a part, eg half its thickness in the material of Fugen hypollenses 27.
  • a non-woven 41 which is embedded to a part, eg half its thickness in the material of Fugen hypollenses 27.
  • Nonwoven material is here understood to mean any material that is composed of fibers or threads in a regular or irregular, eg tangled, layer and leaves undercut cavities. It should have a certain thickness to penetrate the materials between which it is to convey the adhesion.
  • the nonwoven 41 is approximately half filled with the material of the joint filling element 27 on its side facing the joint filling element 27.
  • the fleece With a grouting process, the fleece can be brought into a specific shape, so that they are also the formwork for the in Fig.1 shown chamfer 43 can form the concrete conversion 31.
  • the nonwoven 41 improves the adhesion to the rail head sides, in particular as far as the tensile strength of the adhesive joint is concerned. Due to the set absorbency of the nonwoven 41, it can absorb the silane-terminated polymer both during the production of the prefabricated joint filling element 27 and the concrete during the casting for the production of the conversion 31, ie the easily flowable fraction or mortar contained therein.
  • the outer sides 36 of the Fugenhelliana 27 form after the laying of the rail 11 in the near-surface area, the outer limits of the rail complex.
  • the conversion is now carried out by casting with the material provided, ie with in-situ concrete ( Fig. 1 ) or an asphalt layer 39 on a concrete conversion underlayer ( Fig. 4 ).
  • the initially flowable components of these materials ie concrete sludge and the largely liquid fraction of the asphalt, which is usually reinforced with mineral materials, penetrate into the elements protruding from the outside 36, not embedded in the joint filling element 27, ie fibers, loops, loops or the like , of the nonwoven and thus form a positive anchoring of Fugenhellenses 27 to the conversion 31 and thus a high-tensile connection between rail and conversion.
  • a release agent 46 is provided between the horizontal surface 24 of the Kammerhellettis 21 (or other elements provided at this point) and the underside of Fugenhellettis 27. As a simplest version, this can also be scattered quartz sand. Also, oil paper or a geotextile web or a sprayed release agent are useful.
  • Fig. 4 shows that instead of the nonwoven on the outer side 36, one or more fabric 45, for example in the form of long rails extending strip, embedded in Fugenhellelement that are embedded in the manner already described in the 31 belonging to Umbau 31 asphalt layer 39 when the conversion is made. These can also be single fibers.
  • a fleece 41 is provided as a primer on the inside 35 of the Fugen hypollenses 27, as described.
  • Fig. 5 shows a combination of the execution Fig. 2 with an embedded fabric strip or fibers in a concrete conversion 31.
  • Figure 6 shows an embodiment in which in addition to the nonwoven 41 on the outside of Fugen hypollenses 27 a tensile strength enhancing element, a fabric strip or fibers 45 are embedded in the lower part of Fugen circulllenses 27 where the web 41 ends.
  • the joint filling element 27 can particularly preferably be provided with a pretensioning device 51 which can be released after the attachment of the modification, so to speak an expansion store which acts mainly in the horizontal direction. Examples are in the Fig. 7 to 16 shown schematically.
  • FIGS. 7 and 8 schematically show an embodiment of the biasing device 51, in which or in the Fugen hypollelement 27 one or more buckling elements 53 are provided, for example, as a layer of plastic plates which are roof-shaped.
  • the buckling elements 53 are pressed flat and retain this position also.
  • its material is stretched slightly in the middle region of the joint filling element and forms a pressure bias in the edge regions.
  • Fig. 8 shows that thereby the upper side 33 of the Fugenhellettis 27 may be somewhat concave, but this can be compensated if this surface produces something convex upwards bulge.
  • FIGS. 9 and 10 show an embodiment of the biasing device 51, in which a Fugen circulllelement 27 is provided along the rail 11 extending chamber 54 in which longitudinally spaced from each other biasing means 51 are arranged in U-shaped leaf springs 55, the tensioned by a tensioner or trigger 56 in Status ( Fig. 9 ) are held by these bends 57 engages behind at the ends of the spring legs 58.
  • the reverse T-shaped trigger is pressed after installation by a pressure or shock on the top 33 of Fugenhellisses 27 down and releases the spring legs 58 so that they extend the central region of Fugenhellmaschines 27 and build a total of a compressive prestress in this, especially in the upper area.
  • FIGS. 11 and 12 demonstrate an embodiment of the biasing device 51, in which in a centrally provided in the joint filling element 27 chamber 54 by a destructible wall 59 separate components 47, 48 are provided.
  • a capsule or ampoule with a second component which enters into a chemical or physical reaction with the other, which leads to an increase in volume and performs an expansion to build up a pressure bias ( Fig. 12 ).
  • the components can, for example, form a flexibly curing plastic foam which permanently, but flexibly enlarges the chamber.
  • inorganic materials that can be made to irreversibly expand by a second component, for example, various clay materials or gypsum when added with water.
  • the joint filling element is produced with a central constriction, ie in each case concave upper and / or lower side in order to obtain flat surfaces after expansion.
  • the desired compressive bias can also be achieved by the use of a material for the Fugen circulllelement 27, which swells itself absorbing moisture.
  • This material is known as the source seal. It is a 1-component, solvent-free and water-swellable flexible plastic material based on polyurethane. It is particularly advantageous that it has excellent adhesion to a variety of substrates.
  • the Fugen circulllelement 27 is shielded between production and use against water, but this is not a problem in a production and storage in one operation. If necessary, a tear-off cover could be provided.
  • FIGS. 13 and 14 show an embodiment of the biasing means 51 having a chamber 54 in which, optionally in a lying in the chamber 54 tube 60, a negative pressure after the production of Fugenhellenses 27 is generated, whereby a contraction of the tube, the chamber and the middle Part of the joint filling element goes along.
  • the hose 60 can then be pierced at one end of the elongated joint filling element, thereby enlarging the hose and also the chamber.
  • FIGS. 15 and 16 an embodiment of the biasing means 51, in which after the production of Fugenhellements this is set under lateral pressure, which is maintained by an inner clamping element 61, for example by a sewing between inner and outer side 35,36 of the filling element 27. This can be with a thread 62, which is slightly melting, causing it to crack ( Fig. 16 ) And he releases the stored in Fugen circulllelement 27 compressive stress.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)
  • Bridges Or Land Bridges (AREA)
EP19168409.1A 2018-04-18 2019-04-10 Rail pour être monté élastiquement Active EP3556938B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL19168409T PL3556938T3 (pl) 2018-04-18 2019-04-10 Szyna przystosowana do elastycznego układania

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018109255.5A DE102018109255A1 (de) 2018-04-18 2018-04-18 Elastisch zu lagernde Schiene

Publications (2)

Publication Number Publication Date
EP3556938A1 true EP3556938A1 (fr) 2019-10-23
EP3556938B1 EP3556938B1 (fr) 2021-10-13

Family

ID=66105055

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19168409.1A Active EP3556938B1 (fr) 2018-04-18 2019-04-10 Rail pour être monté élastiquement

Country Status (5)

Country Link
EP (1) EP3556938B1 (fr)
DE (1) DE102018109255A1 (fr)
DK (1) DK3556938T3 (fr)
ES (1) ES2902939T3 (fr)
PL (1) PL3556938T3 (fr)

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1206599A1 (fr) 1999-08-21 2002-05-22 Bogel, Johann Profile d'amortissement pour rails a gorge
EP1219749A2 (fr) * 2000-12-22 2002-07-03 Knape Vermögensverwaltungs GmbH & Co. Kg Structure de voie
EP1331310A2 (fr) 2002-01-24 2003-07-30 Getzner Werkstoffe Holding GmbH Support élastique pour un rail à gorge
WO2004048696A1 (fr) 2002-11-25 2004-06-10 Edilon B.V. Construction de rail à structure de revêtement
EP1956143A2 (fr) * 2007-02-09 2008-08-13 Gummiwerk Kraiburg Elastik GmbH Système d'habillage pour un rail, en particulier rail de tramway
EP2019168A1 (fr) 2007-07-26 2009-01-28 Hermann Ortwein Rail à gorge pourvu d'une isolation électrique
EP2960370A1 (fr) 2014-06-26 2015-12-30 Polycorp Ltd. Ensemble de rail
WO2018010740A1 (fr) 2016-07-12 2018-01-18 Dätwyler Sealing Technologies Deutschland Gmbh Système d'amortissement pour voies
DE102016114172A1 (de) 2016-08-01 2018-02-01 Edilon Sedra Gmbh Schiene mit elektrischer Isolierung

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2911154B1 (fr) * 2007-01-05 2014-07-18 Lohr Ind Rail de guidage ou de roulage enrobe d'une matiere de garnissage et procede de pose d'un tel rail

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1206599A1 (fr) 1999-08-21 2002-05-22 Bogel, Johann Profile d'amortissement pour rails a gorge
EP1219749A2 (fr) * 2000-12-22 2002-07-03 Knape Vermögensverwaltungs GmbH & Co. Kg Structure de voie
EP1331310A2 (fr) 2002-01-24 2003-07-30 Getzner Werkstoffe Holding GmbH Support élastique pour un rail à gorge
WO2004048696A1 (fr) 2002-11-25 2004-06-10 Edilon B.V. Construction de rail à structure de revêtement
EP1956143A2 (fr) * 2007-02-09 2008-08-13 Gummiwerk Kraiburg Elastik GmbH Système d'habillage pour un rail, en particulier rail de tramway
EP2019168A1 (fr) 2007-07-26 2009-01-28 Hermann Ortwein Rail à gorge pourvu d'une isolation électrique
EP2960370A1 (fr) 2014-06-26 2015-12-30 Polycorp Ltd. Ensemble de rail
WO2018010740A1 (fr) 2016-07-12 2018-01-18 Dätwyler Sealing Technologies Deutschland Gmbh Système d'amortissement pour voies
DE102016114172A1 (de) 2016-08-01 2018-02-01 Edilon Sedra Gmbh Schiene mit elektrischer Isolierung

Also Published As

Publication number Publication date
EP3556938B1 (fr) 2021-10-13
PL3556938T3 (pl) 2022-02-14
ES2902939T3 (es) 2022-03-30
DK3556938T3 (da) 2022-01-10
DE102018109255A1 (de) 2019-10-24

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