EP4105384A1 - Procédé d'assainissement des traverses de chemin de fer pour véhicules ferroviaires - Google Patents

Procédé d'assainissement des traverses de chemin de fer pour véhicules ferroviaires Download PDF

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Publication number
EP4105384A1
EP4105384A1 EP22178588.4A EP22178588A EP4105384A1 EP 4105384 A1 EP4105384 A1 EP 4105384A1 EP 22178588 A EP22178588 A EP 22178588A EP 4105384 A1 EP4105384 A1 EP 4105384A1
Authority
EP
European Patent Office
Prior art keywords
filling material
joint
rail vehicles
railway sleepers
vehicles according
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.)
Pending
Application number
EP22178588.4A
Other languages
German (de)
English (en)
Inventor
Michael Vietsch
Michael Haberstroh
Eugen Haberstroh
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.)
Adicon Dichte Bauwerke GmbH
Original Assignee
Adicon Dichte Bauwerke 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 Adicon Dichte Bauwerke GmbH filed Critical Adicon Dichte Bauwerke GmbH
Publication of EP4105384A1 publication Critical patent/EP4105384A1/fr
Pending legal-status Critical Current

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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
    • E01B31/00—Working rails, sleepers, baseplates, or the like, in or on the line; Machines, tools, or auxiliary devices specially designed therefor
    • E01B31/20—Working or treating non-metal sleepers in or on the line, e.g. marking, creosoting
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers

Definitions

  • the present invention relates to a method for the rehabilitation of structural parts for rail vehicles according to the preamble of claim 1.
  • railway sleepers are part of the track superstructure, which carries the rails for rail vehicles and which transmits and distributes the forces that occur under load to the track substructure.
  • the rails attached to it are fixed in their position.
  • concrete sleepers are used, which are cast from concrete by machine.
  • ballastless tracks and a ballastless superstructure have also been known, which is referred to as "slab track”.
  • This is a rail superstructure in which the ballast bed is replaced by a solid superstructure roadway made of concrete or asphalt.
  • the rigid concrete sleepers are pre-assembled in a previously manufactured concrete trough or in a formwork in such a way that a grouting space is created between the bottom and the wall of the concrete trough (formwork).
  • the trough is often lined with elastomeric foam.
  • the sleepers are brought into their final installation position, which is very time-consuming, however, since they have to be elevated and finely adjusted for this purpose.
  • the adjustment is necessary so that the track laying to be carried out later is possible in accordance with the accuracy requirements.
  • the cavity below the sleeper is filled with a suitable grouting concrete and the sleeper is embedded up to about half of its overall height.
  • suitable grouting concrete There are different systems for slab track construction, for example Rheda 2000, Züblin system, Bögel system, etc.
  • the slab track has the advantage that it offers better track geometry stability at high speeds, so maintenance costs are significantly lower. It is also more weather resistant.
  • the slab track systems have the disadvantage of being more complex to assemble and involve significantly higher investments compared to a classic superstructure, because the position of the rail fastenings must be precisely measured when the concrete bed is poured. High demands are placed on the stability of the subsoil, as greater correction options are no longer possible with the rail fastening system.
  • the EP 2 690 218 A2 describes such a method for repairing cracks in concrete sleepers by injecting a filling material, the crack or cracks being at least partially sealed with a dam in the upper area of the concrete sleeper.
  • a crack analysis is carried out and the crack is then sealed in such a way that the sealing is applied in strips along the crack.
  • An open area is then created in order to inject the filling material into the crack using a low-pressure pump.
  • the method according to the invention comprises the identification of cavities or air bubbles in the component section to be processed.
  • This is preferably a railway sleeper.
  • Such cavities occur in particular below the threshold.
  • Damaged sleepers are preferably identified by visual inspection, camera-assisted methods or ultrasound treatment.
  • a joint along the circumference of the sleeper to be treated is pretreated.
  • the joint is thus prepared directly in the border area of the sleeper to the underlying reinforced concrete slab.
  • the circumferential furrow is preferably produced by grinding, needling, blasting or brushing.
  • the joint is then preferably brushed clean.
  • inlet openings for the introduction of a filling material and outlet openings for air removal are made in the joint area and the joint is sealed with a sealing material. Due to the insulation, the joint forms a kind of collar that consists of the insulation.
  • the inlet openings are preferably arranged opposite the outlet openings on the longitudinal side of the sleeper. The distances between the respective entry openings and the exit openings, the width and height as well as the shape of the damming depend on the respective sleeper type and the track construction.
  • the inlet openings for the filling material and the outlet openings for air evacuation are made on the longitudinal sides of the sleeper either before or after the insulation is formed.
  • the aim is now to expel the air below the sleepers and to fill the cavities with a filling material. Due to the insulation, the joint is completely closed and is only open via the entrances in the form of the entry openings.
  • a compressible filling material is injected under pressure into the inlet openings formed at the joint. By injecting the filling material, the air in the cavities is displaced and directed to the outlet openings for air removal. The venting of the cavities is complete when the excess filling material emerges from the outlet openings. If this is the case, it can be assumed that all cavities are sufficiently filled with filling material.
  • the outlet openings attached to the joint are closed. Further filling material is then added under high pressure via the inlet openings, as a result of which the filling material is pressed.
  • the filling material can then harden.
  • the injection pressure is preferably between 3 and 18 bar, preferably between 8 and 16 bar, preferably about 12 bar.
  • the subsequent compression of the filling material takes place at a compression pressure of preferably between 3 and 18 bar, preferably between 8 and 16 bar, preferably about 12 bar.
  • the filling material is preferably injected using a high-pressure pump.
  • the inlet openings for the filling material and/or the outlet openings for air removal are injection packers, angular packers, hose connectors or compression fittings.
  • the damming material is preferably a plastic, a synthetic resin, a plastic-modified mortar, a reactive resin or a polymer.
  • Preferred polymers are silicone, polysulphide, acrylate or PMMA or purely mineral-based mortar materials.
  • the filling material is preferably a reaction resin, synthetic resin, two-component adhesive, epoxy resin, polyurethane resin, polyester resin, silicone resin or another chemically hardenable adhesive or resin or mineral-based injection materials.
  • the choice of the insulation material, the filling material and the distances between the entry openings and the exit openings depend on the respective damage pattern and the respective type of track.
  • the method according to the invention is preferably used in the slab track.
  • a concrete sleeper 1 is shown with a rail arranged thereon, which is bordered by spring elements 3 .
  • the subsoil is preferably a reinforced concrete slab such as is used in "slab track" construction.
  • the joint along the concrete sleeper is first pre-treated, preferably by grinding, needling, blasting or brushing. The foot is cleaned.
  • a dam is then formed in the joint processed in this way and accesses in the form of inlet openings and outlet openings are made in the dam.
  • Appropriate packers are provided for this purpose, which enable injection of a synthetic resin.
  • Injection packers are preferably used as packers 4 . The distances between the injection packers depend on the type of damage and can be adjusted if necessary.
  • the damming preferably consists of a plastic-modified mortar, a synthetic resin, a reaction resin or sealants based on construction chemical polymers.
  • a filling material for example in the form of a reactive synthetic resin
  • a filling material is injected at high pressure of approx. 12 bar through the entry openings made on the longitudinal side of the concrete sleeper.
  • the filling material is injected until the resin emerges from the outlet openings.
  • the injection packers are then closed to remove air and new filling material is introduced through the inlet openings at an injection pressure of around 12 bar in order to compact the filling material in the cavities of the sleeper.
  • the pressing process takes about 20 minutes.
  • the filling material can be supplied, for example, via pipelines or hoses. Hoses or pipes can also be used for the air discharge.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP22178588.4A 2021-06-17 2022-06-13 Procédé d'assainissement des traverses de chemin de fer pour véhicules ferroviaires Pending EP4105384A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102021115681.5A DE102021115681A1 (de) 2021-06-17 2021-06-17 Verfahren zur Sanierung von Bahnschwellen für Schienenfahrzeuge

Publications (1)

Publication Number Publication Date
EP4105384A1 true EP4105384A1 (fr) 2022-12-21

Family

ID=82021048

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22178588.4A Pending EP4105384A1 (fr) 2021-06-17 2022-06-13 Procédé d'assainissement des traverses de chemin de fer pour véhicules ferroviaires

Country Status (2)

Country Link
EP (1) EP4105384A1 (fr)
DE (1) DE102021115681A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10248037B3 (de) * 2002-10-15 2004-05-06 Walter - Heilit Verkehrswegebau Gmbh Verfahren zur Nachbehandlung einer Schienenfahrbahn
DE102012202877A1 (de) 2012-02-24 2013-08-29 CSE Construction GmbH Bahnschwellensanierungsverfahren
DE102012009284A1 (de) * 2012-05-11 2013-11-14 Goldschmidt Thermit Railservice Gmbh Verfahren zur Sanierung einer festen Fahrbahn / Verfestigte Schotterbahn
EP2690218A2 (fr) 2012-07-22 2014-01-29 Andreas Kroll Procédé de rénovation de fissures sur des seuils en béton d'installations de voie ferrée
DE102015119884A1 (de) 2015-11-17 2017-05-18 adicon dichte Bauwerke GmbH Verfahren zur Sanierung von Betonschwellen

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3209160A1 (de) 1981-03-16 1983-01-05 KAT Kunststoff-Anwendungstechnik GmbH, 2800 Bremen Verfahren und vorrichtung zum verpressen von rissen in bauwerksteilen mittels kunstharze
DE9116109U1 (de) 1991-12-28 1992-02-27 Dyckerhoff & Widmann AG, 8000 München Vorrichtung zum Verpressen von Rissen in Bauwerksteilen
DE10053089A1 (de) 2000-10-26 2002-05-08 Andreas Peter Boue Verfahren zur Füllung und/oder Festigung von zerklüfteten Materialien

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10248037B3 (de) * 2002-10-15 2004-05-06 Walter - Heilit Verkehrswegebau Gmbh Verfahren zur Nachbehandlung einer Schienenfahrbahn
DE102012202877A1 (de) 2012-02-24 2013-08-29 CSE Construction GmbH Bahnschwellensanierungsverfahren
DE102012009284A1 (de) * 2012-05-11 2013-11-14 Goldschmidt Thermit Railservice Gmbh Verfahren zur Sanierung einer festen Fahrbahn / Verfestigte Schotterbahn
EP2690218A2 (fr) 2012-07-22 2014-01-29 Andreas Kroll Procédé de rénovation de fissures sur des seuils en béton d'installations de voie ferrée
DE102015119884A1 (de) 2015-11-17 2017-05-18 adicon dichte Bauwerke GmbH Verfahren zur Sanierung von Betonschwellen

Also Published As

Publication number Publication date
DE102021115681A1 (de) 2022-12-22

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