EP4423340B1 - Spannfreie, monoblock-, nachhaltige betonschwelle ohne steigbügel zur vermeidung von resonanzschäden - Google Patents

Spannfreie, monoblock-, nachhaltige betonschwelle ohne steigbügel zur vermeidung von resonanzschäden

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Publication number
EP4423340B1
EP4423340B1 EP22890556.8A EP22890556A EP4423340B1 EP 4423340 B1 EP4423340 B1 EP 4423340B1 EP 22890556 A EP22890556 A EP 22890556A EP 4423340 B1 EP4423340 B1 EP 4423340B1
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EP
European Patent Office
Prior art keywords
microns
maximum
minimum
sleeper
concrete
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EP22890556.8A
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English (en)
French (fr)
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EP4423340A1 (de
EP4423340A4 (de
Inventor
Bekir AKTAS
Ferhat ÇEÇEN
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Erciyes Universitesi
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Erciyes Universitesi
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Priority claimed from PCT/TR2022/051259 external-priority patent/WO2023080881A1/en
Publication of EP4423340A1 publication Critical patent/EP4423340A1/de
Publication of EP4423340A4 publication Critical patent/EP4423340A4/de
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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
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
    • E01B3/32—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone with armouring or reinforcement
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/46—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from different materials

Definitions

  • the invention is used in ballasted rail transportation systems operated with rail gauges of at least 1425 mm and at most 1445 mm, axle loads of at least 17 tons.f and at most 25 tons.f, and inter-sleeper-spacings of at least 50 cm and at most 65 cm that left between the center axes of the sleepers along the rail system route; and it relates to monoblock concrete sleepers preventing resonance damages and providing non-prestressed, no stirrups-used, and short production.
  • ballasted rail systems are the most common among the rail systems used in freight and passenger transportation between cities and countries. About 60% of these ballasted rail systems are operated with the characteristics of using sleepers between the rails-fastening systems and the ballast layer, rail gauges of at least 1425 mm and at most 1445 mm, axle loads of at least 17 tons.f and at most 25 tons.f, and inter-sleeper-spacings of at least 50 cm and at most 65 cm that left between the center axes of the sleepers along the rail system route.
  • Sleepers are one of the structural elements of the ballasted rail system and have crucial roles during the construction, maintenance, and operation of rail systems.
  • This figure does not include the number of sleepers needed in newly built and modernized rail systems.
  • Due to this large financial burden significant environmental damages occur due to unnecessarily producing these large numbers of sleepers.
  • the method applied in the design of the sleepers is based on increasing the sleeper strength by increasing the static train loads with various safety coefficients. Therefore, the sleepers developed this way do not solve the resonance problems experienced in rail systems at the desired level. Almost all of the loads acting on the sleepers on railways are dynamic loads, and since a design method based on the impulse and frequency components of dynamic train loads has not been implemented in the current standards in the world, the solutions based on this problem cannot be clearly revealed from the known state of the technique by the experts in the technique.
  • prestress is technically used for a production technique that aims to protect the steel reinforcements from corrosion by applying a certain prestressing force and storing a certain compression force on the concrete before the service loads are applied to some or all of the reinforcements used in reinforced concrete elements, and by closing the cracks again when the service loads are removed.
  • stirrup is technically used for the winding reinforcements obtained by wrapping the construction steel, which surrounds the longitudinal reinforcements of the carrier system elements such as columns and beams in reinforced concrete structures.
  • the inter-sleeper-spacings (left between the center axes of the sleepers along the rail system route) of the Invention is at least 50 cm and at most 65 cm (minimum 20 cm and maximum 40 cm clear gaps). Therefore, the designs of these two different applications also differ, as the train load values on them are quite different. In other words, the design method applied to one is overly safe or unsafe for the other.
  • the distance between the sleepers used in rail transportation systems will change the strength of the load on the sleepers, as well as cause great differences in terms of duration, frequency components, track stiffness, and damping characteristics.
  • the "slab tracks” applications produced with various geometries are completely different from the discontinuous sleepers regarding the loads acting on them, and the vibrations and dynamic effects emitted by them, and the loads and vibrations transmitted to the ground by them. Therefore, an expert in the technique, when developing a discontinuous sleeper model for preventing resonance damages seen in rail system elements such as in this invention, will not take as an example the above-mentioned slab track applications.
  • this Invention has a sleeper model with monoblock geometry that is intended to prevent resonant damage to rail transport system elements with specific use and positioning of carbon fiber reinforced polyurethane laminate materials having a thickness of minimum 4500 microns and maximum 5500 microns, a width of minimum 10 mm and maximum 30 mm, a length of minimum 210 cm and maximum 225 cm, all surfaces coated with garnet sand having a grain size of minimum 250 microns and maximum 1000 microns, with a thickness of minimum 250 microns and maximum 1250 microns; without prestressing and stirrup reinforcement use; inside a cement-based concrete, which is having of at least 30 MPa and at most 40 MPa compression strength. That is, the starting points of the said documents and the products and product geometries are completely different from each other.
  • Fiber Reinforced Polymer is a composite material produced by placing high-strength fiber in a resin polymer matrix at various angles and at least 20% by weight by applying pultrusion, prepreg, and other methods. Polyurethane, vinyl ester, epoxy, polyester, thermoset or a mixture of these materials are used as resins. Various nano-silica and similar nano-particles, boron-carbide and other additional additives can be added to the resin. In FRP production, carbon, glass, aramid, and boron fibers are used alone or as a mixture. In the invention, Carbon Fiber Reinforced Polyurethane products produced by placing carbon fibers in polyurethane resin in the longitudinal direction, in a uniaxial direction are used.
  • a laminated geometry is used for concrete reinforcement instead of circular reinforcement geometry, which is frequently used in civil engineering structures.
  • specific section sizes with a thickness of minimum 4500 microns and maximum 5500 microns, a width of minimum 10 mm and maximum 30 mm are used.
  • the surfaces of these laminates are coated with garnet sand having a grain size of minimum 250 microns and maximum 1000 microns, with a thickness of minimum 250 microns and maximum 1250 microns by using epoxy-based liquid adhesive.
  • the specific primary and secondary reinforcements are used with a width of at least 50 mm without applying the reinforcement scheme with angles of 180 and 90 degrees and without reducing it to specific dimensions.
  • No standard or guideline has been developed or published for the use of carbon fiber reinforced polyurethane materials in laminate form and other laminate form FRP products in any country around the world as a preliminary reinforcement type in the first place and not as a strengthening reinforcement in concrete.
  • CNR-DT 203-2006 (Guide for the Design and Construction of Concrete Structures Reinforced with Fiber-Reinforced Polymer Bars) has been published for circular FRP reinforcements (FRP bars).
  • the specific sand used in the surface coating of carbon fiber reinforced polyurethane laminates is obtained from garnet and epoxy-based liquid adhesives are used during the coating process.
  • sand made of garnet is used at a size of minimum 250 microns and maximum 1000 microns, and the coating thickness is required to be at least 250 microns and at most 1250 microns.
  • Garnet sand in general, is chemically inert, does not contain iron and similar corrosive products, consists of angular grains and has a high abrasive ability. It is non-porous and does not absorb moisture. Garnet sand occurs naturally in nature or is obtained by grinding from garnet rocks. Garnet ore does not create dust and silicosis in industrial use because it contains very low free silica. With these features, it is widely used in water jet applications and is preferred over silica sand and other natural abrasives. Garnet sand can be reused 5-10 times depending on the application, thanks to its low brittleness and high hardness. Garnet mineral is a non-toxic, inert mineral and therefore an environmentally friendly material.
  • Mohs hardness is around 7.5-8. Its melting temperature is 1300 degrees Celsius, and its specific density is around 3.5-4.3 grams/cm3. It contains approximately 35% silicon dioxide in its content and it is considered that it does not contain free silica. It contains 33% red iron oxide (Fe 2 O 3 ), 23% aluminum oxide (Al 2 O 3 ), 7% magnesium oxide (MgO), 1% manganese oxide (MnO) and 1% calcium oxide (CaO).
  • the compressive strength in concrete sleeper types available in the world should be at least 45 MPa.
  • the reason for this is that in concrete sleepers available in the world, the desired static and fatigue strength capacities for mechanical resistance to train loads can only be achieved by using high strength concrete with a minimum of 45 MPa, and it is necessary to apply prestressing as soon as possible after production, especially in prestressed types. Therefore, in practice, it is seen that concrete with a compressive strength of around 60-80 MPa is used by exceeding the said strength of at least 45 MPa.
  • the invention benefits from the synergy resulting from the combined use of all the features specified in the claim set in order to provide the desired technical solution.
  • each of the mentioned features is indispensable for the Invention, and the synergy obtained by combining all of them provides the desired technical solution in the Invention, as well as the mechanical and fatigue strengths desired in railway standards.
  • the originality of the invention comes from the synergistic effect of all these factors together.
  • ballasted rail transportation systems are divided into two main classes as ballastless and ballasted systems, depending on the type of construction element used under the sleepers.
  • ballasted rail transportation systems are the most widely used system in intercity rail transportation systems.
  • gauge the distance between the inner sidewalls of two load-bearing rails
  • maximum allowable train axle loads differ from country to country.
  • UICC International Union of Railways
  • operation is made with minimum 1425 mm and maximum 1445 mm gauge width, minimum 17 tons.f and maximum 25 tons.f axle loads.
  • the invention aims to provide a solution for, is related to the concrete sleepers with a monoblock geometry, suitable for positioning at least 50 cm and maximum 65 cm between the center axes along the rail system route and the ballast layer underneath used in rail and sleeper fasteners on ballasted rail transportation systems operated with minimum 17 ton.f and maximum 25 tons.f axle load with a gauge of at least 1425 mm and maximum 1445 mm and the technical solution focused on and the technical area in which it will serve is rail transportation systems with these features.
  • this invention which is the subject of the research, differs from the invention mentioned in the document RU2013118050A in terms of the technical field it will serve, apart from other differences.
  • concrete sleepers suitable for use under rails in the railway sector are mentioned.
  • this product has been developed for railways with a gauge width of 1520 mm defined in the GOST R 54747 ⁇ 2011 standard, and as it can be seen, it differs with this Invention, which is the subject of the research.
  • the invention mentioned in the document RU2013118050A uses "polymer tape reinforcement" as the 1st option as it is mentioned in the document.
  • composite/plastic sleepers have also been developed in which various polymer fillings (polymer concrete), which are similar in to the English term, are reinforced with glass fiber reinforcement without using cement-based concrete raw materials consisting of cement-aggregate-water-additive components.
  • polymer concrete polymer fillings
  • cement-concrete cement-concrete
  • the said inventions differ from this Invention which is the subject of the research, since they are not produced with cement-based concrete (cement-concrete), especially in terms of the type of raw material.
  • cement-based concrete cement-concrete
  • the track stability provided by the high mass provided by the use of cement-based concrete is indispensable, especially for high-speed railway lines. Therefore, the expert in the technique shall not take into account these and similar documents when assessing the novelty of this Invention and whether it contains an invention step.
  • fiber reinforced concrete products are fiber reinforced concrete products.
  • this similarity is limited to mere expression.
  • the products in question do not relate to reinforced concrete reinforcement, but concrete additives.
  • the specified fiber additives are used in the sleeper concrete, not as a primary reinforcement, but only by taking into account the secondary benefits (such as increasing the impact and fatigue resistance), by adding them to the concrete mixer when preparing the concrete mixture.
  • These materials which are more appropriate to translate into Turkish not as “reinforcement” but as "additives", are products that are a few centimeters long and have a maximum diameter of 1-2 millimeters (chopped fibers).
  • textile fibers could also be carbon fiber. Therefore, in English, the term “carbon fiber reinforced concrete sleepers” is used. However, when the content of the document is examined, it will be seen that the "carbon-fiber” products used are not “reinforcements” but additives randomly added in the concrete. In addition, it is seen that the document with reference number DE202010009863UU1 does not contain any information about the resonant damage that this Invention, which is the subject of the investigation, intends to solve or about the specific garnet sand coated reinforcements used in the Invention, or the shorter monoblock design or the specific use without prestress and stirrup.
  • the DE202010009863UU1 document does not contain any dimension information about the sleeper structure. Therefore, when the expert in the technique evaluates the novelty of this Invention and whether it includes the invention step, he will not consider DE202010009863UU1 or the European patent number CN204370251 (U) - 2015-06-03 European patent number heat treatment applicable fiber additive (chopped fibers) reinforced railway sleeper, or CN208685352 (U) - 2019-04-02 , CN112411269A , US2021123191A1 and CN108589436 (A) - 2018-09-28 European patent number prestressed railway sleepers using fiber (chopped fiber) reinforced concrete under rail bearing, or any similar document.
  • Concrete sleepers which are used throughout the world today, are divided into two main categories according to their geometric shape and the condition of their reinforcement.
  • This invention which is the subject of the research, differs from these steel-reinforced sleepers firstly by the difference of the type of reinforcement used (circular steel reinforcement, carbon fiber reinforced polyurethane with garnet sand coated laminate geometry) and by not using prestress and stirrup.
  • type of reinforcement used circular steel reinforcement, carbon fiber reinforced polyurethane with garnet sand coated laminate geometry
  • the sleepers which are basically composed of concrete material, be reinforced with carbon and coated with resin.
  • this product was developed to be positioned on a concrete floor and that the sleeper is provided with reinforcement margins that were called “dowel bars” in the technical literature that allowed the sleeper to be clamped with concrete on the floor.
  • this invention which is the subject of the research, it is stated that it is suitable for ballasted rail transportation systems with a large aggregate/gravel layer with specific granulometry, which is called "ballast" only in the technical literature, without the use of any dowel bar reinforcement and not by using it on the concrete structure.
  • JP2008156983A has corrugated rod geometry, they are reinforced with an undefined resin containing carbon fiber, and are used in only 2 types of sizes (25 mm2 and 42 mm2 cross-section).
  • JP2008156983A the point of origin of the documents and the products used, the methods of use and the sleeper geometries are completely different from each other and the expert in the technique will not use JP2008156983A and similar documents to kill the novelty and the step of the invention of this Invention, which is the subject of the research.
  • the samples in the article were produced with full-length sleepers (2.6 m), using high-performance concrete, standard geometry, and horizontal fiber orientation only.
  • the article does not address or suggest any approach to preventing resonance-induced damage, nor does it provide any teaching or motivation relevant to short-length, stirrup-free, and non-prestressed sleeper design, which is the core of the present invention.
  • the article does not disclose the use of specified low-strength concrete, CFRP laminates with specified garnet sand surface coating, or any special vertical or horizontal orientation of reinforcements - all of which are essential features of the present invention.
  • the experimental study presented in the article was conducted long before the conception of the present invention and merely reflects early academic research carried out by the Inventors.
  • the prototypes in the article differ significantly from the present invention in terms of materials used, dimensions, orientation, structural goals, and the specific technical problem being addressed.
  • any concrete sleeper product in which FRP reinforcement is used will not be sufficient to solve the resonance-induced problem that this invention is trying to solve, where the sleepers are made with carbon fiber reinforced polyurethane materials with specific garnet coating and specific laminate form, compression strength of at least 30 MPa and at most 40 MPa in concrete with a 28-day cube sample in specific sizes and positions, without stirrup and prestress and with the use of short monoblock geometry.
  • this invention focuses on the prevention of resonance damages seen in rail transport system elements.
  • a sleeper model which is coated with sand made of garnet mineral with a thickness of at least 250 microns and at most 1000 microns in size; produced by using carbon fiber reinforced polyurethane materials in the form of laminates with a thickness of at least 4500 microns and maximum thickness of 5500 microns and a width of at least 10 mm and maximum of 30 mm, without prestress and without stirrup, in concrete with a compressive strength of at least 30 MPa and a maximum of 40 Mpa in 28-day cube sample, with specific size and positioning and using short monoblock geometry.
  • the Invention with application number 2019/20343 registered in the database of the Turkish Patent Office or with the reference numbers JP2008156983A , RU201118050A and Ru2013145791A or other similar concrete sleeper Inventions with FRP reinforcement are completely different in terms of the starting points, the products used, the ways of use and the sleeper geometries, and the fact that any feature is used alone will not be sufficient to solve the resonance-induced problem that this Invention is trying to solve.
  • the other geometric class in which concrete (cement-concrete) sleepers are produced are the "twin-block” concrete sleepers (bi-bloc sleeper), in which two separate reinforced concrete parts are connected by various parts in the middle and used at various intervals in the rail system.
  • twin-block type non-prestressed longitudinal and transverse (stirrup) steel reinforcements are used as reinforcement.
  • the Turkish patent documents numbered 2013/05223 and 2010/04364 mention the newly developed prestressed process and twin-block sleeper production method using steel reinforcements.
  • this invention which is the subject of the research, has monoblock geometry and it is a sleeper model is mentioned which is coated with sand made of garnet mineral with a thickness of at least 250 microns and at most 1000 microns in size; produced by using carbon fiber reinforced polyurethane materials in the form of laminates with a thickness of at least 4500 microns and maximum thickness of 5500 microns and a width of at least 10 mm and maximum of 30 mm, without prestress and without stirrup, in concrete with a compressive strength of at least 30 MPa and a maximum of 40 Mpa in 28-day cube sample, with specific size and positioning and using short monoblock geometry. That is, the starting point of the said documents and the used products and the sleeper geometries are completely different from each other.
  • the Invention aims to solve by producing a sleeper which is suitable for use in ballasted rail transportation systems which are operated with a gauge of minimum 1425 mm, maximum 1445 mm, with an axle load of minimum 17 tons.f and maximum 25 tons.f and with distances of minimum 50 cm and maximum 65 cm left between the center axes of the sleepers along the rail system route, coated with sand made of garnet mineral with a thickness of at least 250 microns and at most 1000 microns in size; produced by using carbon fiber reinforced polyurethane materials in the form of laminates with a thickness of at least 4500 microns and maximum thickness of 5500 microns and a width of at least 10 mm and maximum of 30 mm, without prestress and without stirrup, in concrete with a compressive strength of at least 30 MPa and a maximum of 40 Mpa, with specific size and positioning and using short monoblock geometry.
  • the invention aims to solve the problem of resonant resistance of sleepers by making use of the benefits of the synergy that arises with the use of all these features together.
  • the resonance damages seen in the rail system elements have been prevented in a surprising way.
  • Each of these innovations is indispensable for the Invention and with the synergy obtained by combining all of them, it is ensured that the technical solution is introduced to the desired resonance-induced rail system element damages as well as the mechanical and fatigue strengths required in railway standards despite the use of lower strength concrete and short monoblock geometry without stirrup and prestress.
  • the originality of the invention is due to the synergistic effect that all these factors produce together.
  • the Claims are arranged to include all these essential features that provide the synergistic effect. For this reason,
  • sleeper types that contain general statements (e.g. concrete structures reinforced with a randomly selected FRP material, flooring-type applications used in rail systems or sleepers) or are not focused on the point of origin of the Invention and the technical problem (resonance) it seeks to solve (e.g.
  • This invention serves to prevent resonance damages seen in the rail system elements with the innovations specified in the claim set and applied for the first time in the world in the ballasted rail transportation systems within the technical area it will serve.
  • This benefit was determined not by theoretical calculations, but by actually producing prototypes and by conducting large-scale experiments by the inventors.
  • prototype production various reinforcement types, sizes, positions, surface coatings, concrete strength classes and sleeper geometries were randomly changed to reveal many sleeper variations without the use of any standard or design guide. In this way, a large number of sleeper prototypes were produced, impacted with modal hammers and the data measured on the accelerometers were analyzed on the basis of frequency and subjected to detailed modal analyses.
  • the magnitude value of the Frequency Response Function was determined as an average of 0.082 at the first vertical resonant frequency (at approximately 98 Hz). In the invention, this value decreased to an average of 0.015.
  • the magnitude value of the Frequency Response Function at the first vertical resonant frequency was found to be less than 85% lower than its competitor. This benefit continued at the second vertical resonant frequency, most notably at the third vertical resonant frequency (approximately 1270 Hz), where the magnitude of the Frequency Response Function decreased by over 500%.
  • this prototype which did not contain stirrup reinforcement and was not reinforced by any prestress process and had a lower concrete strength and shorter monoblock geometry, was later found to meet the strength requirements required by the standards more than enough when it was subjected to the classical mechanical tests required by the sleeper standards.
  • the main purpose of the invention is to prevent resonant damage to rail system elements with a production method without prestress and stirrup and a short monoblock design; however, many other advantages are also obtained by the application of the claim set of the invention.
  • high strength concrete with a compression strength of at least 45 MPa per 28-day cube sample must be used.
  • the reason for this is that the desired static and fatigue strength capacities can only be reached by using high-strength concrete of at least 45 MPa in order to have mechanical resistance to train loads in the concrete sleepers present in the world, and in prestressed types, early high strength is necessarily required as soon as possible since prestress must be applied immediately after production.
  • used concrete has a strength of around 60-80 MPa by exceeding the minimum 45 MPa strength.
  • the invention uses concrete with a minimum of 30 MPa and a maximum of 40 MPa instead of the concrete with at least 45 MPa used in the concrete sleepers available in the world.
  • the cement dosage used in concrete is greatly reduced, and since there is no need for early high strength, instead of the CEM I class cement type used in existing sleepers, more environmentally friendly CEM II/III/IV class cements with pozzolana content can be used, which are more resistant to environmental conditions. With these arrangements, both the cost of sleeper decreases and carbon emissions are reduced and a greener production is ensured.
  • the carbon emission of 1 sleeper to be produced within the scope of the invention is 208.1 kg / m3, while this value is 482.0 kg / m3 in conventional prestressed concrete sleepers. As can be seen, a reduction of more than 55% is achieved in carbon emissions and great benefits are provided for sustainability.
  • the length of the concrete sleepers available in the world to serve the technical field equivalent to the invention cannot be reduced below 2.40 meters without taking extreme costly measures.
  • the reason for this is the structure of the steel reinforcements used, as well as the fact that the first point of application must be kept away from the rails in order for the core prestress force applied to cover the concrete in the sleeper rail bearing by making non-linear spreads. Therefore, although 2.40 meter sleepers were used in ballasted rail transportation systems in the past, sleeper lengths had to be increased because this length was not sufficient in today's circumstances and sleepers with this length were deformed prematurely. Especially in concrete sleeper models developed for the last 30 years, the sleeper length has been increased to 2.60 meters.
  • the invention provides sleeper production with much lower cost, time and labor than the existing concrete sleeper production methods, thanks to its easy production without stirrup and prestressing.
  • the new process there is no need for prestress workmanship, injection-isolation processes, use of anchor mechanism and early high strength requirement that are applied in the production of prestressed concrete sleeper.
  • the need for stirrup and interconnecting rods is eliminated.
  • the daily sleeper production capacities of sleeper factories will increase considerably, as new sleepers will be produced in a very short time.
  • sleeper costs are considerably reduced with the increase in daily capacity and the elimination of energy, raw material and labor costs.
  • the low-carbon, high-tensile strength prestress reinforcements used in the current prestressed concrete sleepers which are used most widely in our country, are generally imported in our country as of today (2021) and the cost of 1 sleeper is approximately 135 TL.
  • Domestic carbon fiber reinforced polyurethane materials in the form of laminates used in the invention can only be produced in 9-10 countries in the world, one of which is the Republic of Turkey.
  • the cost of supplying carbon fiber reinforced polyurethane reinforcement in the form of laminates used in the invention is 23% lower than the cost of steel reinforcement used in existing prestressed concrete sleepers (105 TL/sleeper for 2021). This cost advantage is further enhanced by the invention's easy production without prestress and stirrup, and the use of lower strength concrete.
  • carbon fiber reinforced polyurethane laminates with specific size, coating and positioning are used in concrete with specific section dimensions, and the concrete section dimensions and the positioning of the laminates in the concrete section depending on the sleeper geometry are described with the attached drawings:
  • the technical field to be served by the invention is ballasted rail systems are operated with a gauge of minimum 1425 mm and a maximum of 1445 mm, an axle load of at least 17 ton.f and a maximum of 25 ton.f, by positioning the sleepers between the rail and crossbar fasteners and the ballast layer and leaving distances of minimum 50 cm and maximum 65 cm between the central axes of these sleepers along the rail system route, which constitute about 60% of the ballasted rail systems in the world. Therefore, the invention is widely available for use due to the current demand in the railway sectors of the Republic of Turkey State Railways (TCDD) and other world countries
  • the length of the concrete sleepers available in the world to serve the technical field equivalent to the invention cannot be reduced below 2.40 meters without taking extreme costly measures.
  • the reason for this is the structure of the steel reinforcements used, as well as the fact that the first point of application must be kept away from the rails in order for the core prestress force applied to cover the concrete in the sleeper rail bearing by making non-linear spreads. Therefore, although 2.40 meter sleepers were used in ballasted rail transportation systems in the past, sleeper lengths had to be increased because this length was not sufficient in today's circumstances and sleepers with this length were deformed prematurely. Especially in concrete sleeper models developed for the last 30 years, the sleeper length has been increased to 2.60 meters.
  • the low-carbon, high-tensile strength prestress reinforcements used in the current prestressed concrete sleepers, which are used most widely in our country, are generally imported in our country as of today (2021) and the cost of 1 sleeper is approximately 135 TL.
  • Domestic carbon fiber reinforced polyurethane materials in the form of laminates used in the invention can only be produced in 9-10 countries in the world, one of which is the Republic of Turkey.
  • the cost of supplying carbon fiber reinforced polyurethane reinforcement in the form of laminates used in the invention is 23% lower than the cost of steel reinforcement used in existing prestressed concrete sleepers (105 TL/sleeper for 2021). This cost advantage is further enhanced by the invention's easy production without prestress and stirrup, and the use of lower strength concrete.
  • the invention is applicable to the railway and construction industry as it can be produced much more easily than the most widely used prestressed reinforced concrete sleepers in the world.
  • the invention requires less cement and concrete use, cost, time and labor than current concrete sleeper production methods.
  • the carbon emissions of the invention are reduced by more than 55% compared to existing concrete sleepers, providing great benefits in the name of sustainability. Prestressing workmanship, injection, isolation processes, use of anchorage mechanism, early high strength need applied in the production of prestressed concrete sleeper are not needed in the new process.
  • the need for stirrup and interconnecting rods is eliminated.
  • the daily sleeper production capacity of sleeper factories will increase considerably, as new sleepers will be produced in a very short time.
  • the invention has a high commercialization potential and the market volume of the market it addresses is quite large.
  • the finished product, supplied after removal from mold, curing and other processes, is shipped 7 or 28 days after the date of concrete pouring to the place of use by road or rail, and is ready for use under service loads without the need for any pre/post-stress, injection, plaster, etc. processing, which is extremely practical.
  • connection material available in the world can be used, and other final processes (quality control, labeling, insulation, etc.) depending on the assembly and production process of the connection materials can be conducted at the production site or place of use, depending on preference.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)

Claims (1)

  1. Betonschwelle mit Monoblock-Geometrie, die zur Verwendung in geschotterten Schienentransportsystemen geeignet ist, die mit Schienenspurweiten von mindestens 1425 mm und höchstens 1445 mm, Achslasten von mindestens 17 Tonnen.f und höchstens 25 Tonnen.f und Zwischenschwellenabständen von mindestens 50 cm und höchstens 65 cm, die zwischen den Mittelachsen der Schwellen entlang der Schienensystemstrecke verbleiben, betrieben werden, und die zum Verhindern von Resonanzschäden und Bereitstellen einer schnellen Produktion ohne Vorspannung und ohne Verwendung von Bügeln verwendet wird, dadurch gekennzeichnet, dass sie Folgendes umfasst;
    - eine linke primäre Druckverstärkung (4), die im linken oberen Lappen des Schwellenschienenaufnahmeabschnitts (5) platziert ist, 30 mm unter der Oberseite der Schwelle, unter Berücksichtigung ihrer Mittelachse, in einem Winkel von 180 Grad zur Oberfläche, ohne Vorspannung und Verwendung von Bügelverstärkung; hergestellt aus kohlenstofffaserverstärktem Polyurethanlaminat mit einer Dicke von mindestens 4500 Mikron und höchstens 5500 Mikron (1), einer Breite von mindestens 10 mm und höchstens 30 mm (2), einer Länge von mindestens 210 cm und höchstens 225 cm (3), wobei alle Oberflächen mit Granatsand beschichtet sind, der eine Korngröße von mindestens 250 Mikron und höchstens 1000 Mikron aufweist, mit einer Dicke von mindestens 250 Mikron und höchstens 1250 Mikron,
    - eine rechte primäre Druckverstärkung (6), die im rechten oberen Lappen des Schwellenschienenaufnahmeabschnitts (5) platziert ist, 30 mm unter der Oberseite der Schwelle, unter Berücksichtigung ihrer Mittelachse, in einem Winkel von 180 Grad zur Oberfläche, ohne Vorspannung und Verwendung von Bügelverstärkung; hergestellt aus kohlenstofffaserverstärktem Polyurethanlaminat mit einer Dicke von mindestens 4500 Mikron und höchstens 5500 Mikron (1), einer Breite von mindestens 10 mm und höchstens 30 mm (2), einer Länge von mindestens 210 cm und höchstens 225 cm (3), wobei alle Oberflächen mit Granatsand beschichtet sind, der eine Korngröße von mindestens 250 Mikron und höchstens 1000 Mikron aufweist, mit einer Dicke von mindestens 250 Mikron und höchstens 1250 Mikron,
    - eine linke sekundäre Druckverstärkung (7), die im linken oberen Lappen des Schwellenschienenaufnahmeabschnitts (5) platziert ist, 75 mm unter der Oberseite der Schwelle, unter Berücksichtigung ihrer Mittelachse, in einem Winkel von 90 Grad zur Oberfläche, ohne Vorspannung und Verwendung von Bügelverstärkung; hergestellt aus kohlenstofffaserverstärktem Polyurethanlaminat mit einer Dicke von mindestens 4500 Mikron und höchstens 5500 Mikron (1), einer Breite von mindestens 10 mm und höchstens 30 mm (2), einer Länge von mindestens 210 cm und höchstens 225 cm (3), wobei alle Oberflächen mit Granatsand beschichtet sind, der eine Korngröße von mindestens 250 Mikron und höchstens 1000 Mikron aufweist, mit einer Dicke von mindestens 250 Mikron und höchstens 1250 Mikron,
    - eine rechte sekundäre Druckverstärkung (8), die im rechten oberen Lappen des Schwellenschienenaufnahmeabschnitts (5) platziert ist, 75 mm unter der Oberseite der Schwelle, unter Berücksichtigung ihrer Mittelachse, in einem Winkel von 90 Grad zur Oberfläche, ohne Vorspannung und Verwendung von Bügelverstärkung; hergestellt aus kohlenstofffaserverstärktem Polyurethanlaminat mit einer Dicke von mindestens 4500 Mikron und höchstens 5500 Mikron (1), einer Breite von mindestens 10 mm und höchstens 30 mm (2), einer Länge von mindestens 210 cm und höchstens 225 cm (3), wobei alle Oberflächen mit Granatsand beschichtet sind, der eine Korngröße von mindestens 250 Mikron und höchstens 1000 Mikron aufweist, mit einer Dicke von mindestens 250 Mikron und höchstens 1250 Mikron,
    - eine linke primäre Zugverstärkung (9), die im linken unteren Lappen des Schwellenschienenaufnahmeabschnitts (5) platziert ist, 30 mm über der Unterseite der Schwelle, unter Berücksichtigung ihrer Mittelachse, in einem Winkel von 180 Grad zur Oberfläche, ohne Vorspannung und Verwendung von Bügelverstärkung; hergestellt aus kohlenstofffaserverstärktem Polyurethanlaminat mit einer Dicke von mindestens 4500 Mikron und höchstens 5500 Mikron (1), einer Breite von mindestens 10 mm und höchstens 30 mm (2), einer Länge von mindestens 210 cm und höchstens 225 cm (3), wobei alle Oberflächen mit Granatsand beschichtet sind, der eine Korngröße von mindestens 250 Mikron und höchstens 1000 Mikron aufweist, mit einer Dicke von mindestens 250 Mikron und höchstens 1250 Mikron,
    - eine rechte primäre Zugverstärkung (10), die im rechten unteren Lappen des Schwellenschienenaufnahmeabschnitts (5) platziert ist, 30 mm über der Unterseite der Schwelle, unter Berücksichtigung ihrer Mittelachse, in einem Winkel von 180 Grad zur Oberfläche, ohne Vorspannung und Verwendung von Bügelverstärkung; hergestellt aus kohlenstofffaserverstärktem Polyurethanlaminat mit einer Dicke von mindestens 4500 Mikron und höchstens 5500 Mikron (1), einer Breite von mindestens 10 mm und höchstens 30 mm (2), einer Länge von mindestens 210 cm und höchstens 225 cm (3), wobei alle Oberflächen mit Granatsand beschichtet sind, der eine Korngröße von mindestens 250 Mikron und höchstens 1000 Mikron aufweist, mit einer Dicke von mindestens 250 Mikron und höchstens 1250 Mikron,
    - eine linke sekundäre Zugverstärkung (11), die im linken unteren Lappen des Schwellenschienenaufnahmeabschnitts (5) platziert ist, 75 mm über der Unterseite der Schwelle, unter Berücksichtigung ihrer Mittelachse, in einem Winkel von 90 Grad zur Oberfläche, ohne Vorspannung und Verwendung von Bügelverstärkung; hergestellt aus kohlenstofffaserverstärktem Polyurethanlaminat mit einer Dicke von mindestens 4500 Mikron und höchstens 5500 Mikron (1), einer Breite von mindestens 10 mm und höchstens 30 mm (2), einer Länge von mindestens 210 cm und höchstens 225 cm (3), wobei alle Oberflächen mit Granatsand beschichtet sind, der eine Korngröße von mindestens 250 Mikron und höchstens 1000 Mikron aufweist, mit einer Dicke von mindestens 250 Mikron und höchstens 1250 Mikron,
    - eine rechte sekundäre Zugverstärkung (12), die im rechten unteren Lappen des Schwellenschienenaufnahmeabschnitts (5) platziert ist, 75 mm über der Unterseite der Schwelle, unter Berücksichtigung ihrer Mittelachse, in einem Winkel von 90 Grad zur Oberfläche, ohne Vorspannung und Verwendung von Bügelverstärkung; hergestellt aus kohlenstofffaserverstärktem Polyurethanlaminat mit einer Dicke von mindestens 4500 Mikron und höchstens 5500 Mikron (1), einer Breite von mindestens 10 mm und höchstens 30 mm (2), einer Länge von mindestens 210 cm und höchstens 225 cm (3), wobei alle Oberflächen mit Granatsand beschichtet sind, der eine Korngröße von mindestens 250 Mikron und höchstens 1000 Mikron aufweist, mit einer Dicke von mindestens 250 Mikron und höchstens 1250 Mikron,
    - zementbasierten Beton (21), der eine kubische 28-Tage-Druckfestigkeit von mindestens 30 MPa und höchstens 40 MPa gemäß der Europäischen Norm EN 206:2023+A2:2021 aufweist und eine Höhe von 23 cm (13), eine Breite an der Oberseite von 16 cm (14), eine Breite an der Unterseite von 30 cm (15) als Querschnittsgrößen an den Schienenaufnahmen der Schwelle (5) aufweist und eine Höhe von 23 cm (17), eine Breite an der Oberseite von 15 cm (18), eine Breite an der Unterseite von 23 cm (19) als Querschnittsgrößen am Mittelpunkt der Schwelle (16) aufweist und eine Länge (20) von mindestens 220 cm und höchstens 230 cm aufweist.
EP22890556.8A 2021-11-08 2022-11-08 Spannfreie, monoblock-, nachhaltige betonschwelle ohne steigbügel zur vermeidung von resonanzschäden Active EP4423340B1 (de)

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TR202117346 2021-11-08
PCT/TR2022/051259 WO2023080881A1 (en) 2021-11-08 2022-11-08 Non-prestressed, monoblock, sustainable concrete sleeper without stirrup that prevents resonance damage

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EP4423340A4 EP4423340A4 (de) 2025-02-19
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