KR20080013795A - Railroad line - Google Patents

Abstract

A railroad line is provided to reduce low frequency oscillations when a train passes through a bridge or a viaduct and to be formed with suitable expenses. A railroad line comprises an upper structure(1) having a rail(2) and a track bed(3), a lower structure(5) having many piers(6) and a bridge superstructure(7) supported by the piers, and an elastic layer(8) placed between the track bed of the upper structure and the lower structure to install the rail on the lower structure elastically, wherein bedding coefficient of the elastic layer in a first zone(9) of the upper structure extended to the upper part of each pier is smaller than that in a second zone(10) of the upper structure extended to an area between the piers.

Description

Railroad tracks {RAILROAD LINE}

The present invention relates to a railway track, wherein the railway track is formed by a superstructure having a rail and a track bed supporting the rail and a bridge or viaduct and supported by several bridges and the bridges. The bridge has an undercarriage comprising a bridge superstructure, wherein at least one elastic layer is present for elastic installation of the rail relative to the undercarriage.

Railroad tracks are known for different formations. The railway line is formed by an upper structure and a lower structure supporting the upper structure. The superstructure, also called the track body, includes an image that supports the rail under the intermediate insertion of the rail and the sleeper. The drawing can be formed, for example, as a ballast bed. So-called 'hard tracks' with known features consisting of concrete are also known.

It is already known in track construction to use elastic layers to reduce vibrations, thereby protecting parts and gravel images of tracked vehicles and also to reduce body ringing. Such an elastic layer may be formed between the upper and lower structures of the superstructure or between the sleepers and the beds, or between the rails and the sleepers, or between the rails and the sleepers supporting the rails or in the track body without the sleepers, Is placed in between.

To traverse the more deeply laid zones, the track body of railroad tracks is often guided over bridges or bridges. These railway bridges are generally above the bridges, which support the so-called bridge superstructures. The bridge superstructure generally consists of a track plate corresponding to a bridge pedestal or 'girder', which can accommodate the load through its bending stiffness. Piers (= holdings) accept traffic loads and superstructure loads and induce them into the foundation. The bridge and bridge superstructure together form the undercarriage of the railway track.

In particular, when the high-speed railway passes over bridges or overpasses of the old construction method, low frequency vibrations occur, and the vibrations reach railroad tracks, and the vibrations may be felt in the surroundings, for example, in the neighborhood. These older bridges and elevated bridges have reinforced concrete without stress, which causes sinking in the area between the bridges as the train passes by. The vertical bedding stiffness of the rail line is the lowest in the middle region between the two piers, the largest above the piers, and the transition between the smallest and the largest bed stiffness between the middle and piers of the two piers. This happens. Therefore, in bridges or overpasses with periodic intervals of struts, the underground conditions seen for the tracks also change periodically. This results in periodic change forces in the track, which can cause unwanted effects such as vibration and increased wear of the track elements.

In newer structures of bridges and elevated bridges, a prestressed concrete manufacturing method is used that has the potential to readjust stressed cables to avoid or reduce these periodic changes. This can provide a track as flat as possible as the train passes by. In order to reduce vibrations seen in older structures, it has already been proposed to construct additional bridges or to uncouple the superstructure of railroad tracks from bridges or overpasses. These measures are very expensive.

From DE 2 360 826, after laying the rail, in order to later precisely align the rail to the desired level, a thermoplastic plate disposed below the rail is heated by means of electric current, which causes the plate to become flexible and the target of the rail It is known that the adjusted level can be adjusted. The cooling time and curing time of the thermoplastic plate amounts to several minutes.

From EP 0 169 187 B1 a resilient support of railway tracks is known, which must insulate the rail against the dynamic effects of rolling track vehicles. The vibration of the rail is transmitted not only to the tracked vehicle but also to the surroundings. Subsequently, resonance occurs between vibration of the rail and vibration of the vehicle itself. The support device damps the vibration of the rail within a short time, so that the vibration is avoided. For this purpose, the supporting device is formed such that the base of each rail is placed on a cushion made of damping material at regular intervals, and the section is arranged to be placed in a seat provided in a concrete foundation. The dynamic stiffness of the damping cushion of each strut is selected such that the struts are alternately relatively rigid and relatively flexible. At this time, the dynamic stiffness of the rigid strut is greater than the rigidity of the rail, and the dynamic stiffness of the flexible strut is smaller than the stiffness of the rail.

In addition, from DE 34 03 234 A1 an elastic foundation for gravel of rail installations is known. The basis is the bedding coefficient required for each celebration. And the required natural frequency.

The elasticity of the sleepers in longitudinally heterogeneous orbits, from 'Sleep soles: Müller-Bortau, Kleinert: ETR-paper 3/2001 http://www.spreepolymer.de/pdf/ETR.pdf ' Results that an external brush can be used.

'ERL-elastic rib plate installation; Product information for September 2004; Nowhere; http://www.bwg.cc/downloads/BWG erl de . pdf ', transition zones are provided in front of and behind a train with differential spring stiffness for trains placed in gravel to bridge different track stiffnesses in adjacent tracks and inside the train.

It is an object of the present invention to provide a railway track of the type described above, in which low frequency vibration is reduced when a train passes over a bridge or overpass, and can be formed at an appropriate cost.

This object is achieved according to the invention by a railway track having the features of claim 1.

The bedding coefficient of the at least one elastic layer in the first section of the superstructure extending above each pier is smaller than in the second section of the superstructure extending in the region between the piers, thereby reducing the track's bedding. Equalizing together, that is, compensating. As a result, the periodic change force is significantly reduced. The existing railway line can be repaired by later providing at least one elastic layer in this way. By means of the present invention, costly structures of the track body or costly uncoupling of superstructures and substructures or costly repairs in bridges or overpasses can be avoided.

In a preferred embodiment of the invention, the rail is supported by the drawing in support positions spaced from each other in the longitudinal direction of the rail, wherein the first and second zones are each a plurality of support positions for the rail. Extends across the field.

Hereinafter, other advantages and details of the present invention will be described with reference to the accompanying drawings.

A first embodiment of a railway track according to the invention is shown in FIGS. 1 and 2. The railway line is provided with an upper structure 1 having a rail 2 and a phase 3. The rail 2 is supported by the drawing 3-here indirectly at the supporting positions 4 by means of the sleepers 12. In addition to this, the railway line is provided with a lower structure (5), which is formed by a bridge or a high bridge. It can also be called an elevated road instead of a bridge or overpass. Substructure 5 comprises several piers 6 and bridge superstructures 7 supported by the piers. An elastic layer 8 is present for the elastic installation of the rail 2 with respect to the foundation 5. The elastic layer is arranged between the phase 3 and the lower structure 5 of the superstructure 1.

The value of the bedding coefficient of the elastic layer 8 in the first zone 9 of the superstructure 1 extending above each pier 6 is a superstructure extending in the region between the piers 6. Smaller than in the second zone 10 of (1). For this reason, compared with the railway line without the elastic layer 8 which concerns on this invention, the bed | seat of a rail is made uniform together. As a result, by this bedding uniformity, the difference between the warp in zone 10 and the warp in zone 9, so that the waviness of the railway track is less when loaded (the wave If there is no elastic layer 8 according to the invention, it lies in the range of mm of one digit). Therefore, the intensity of the stimulus caused by the tracked vehicle passing the railway track according to the present invention is likewise reduced. At the usual speeds of high speed trains and at a typical pier interval of approximately 25 m on railroad bridges, this reduction in intensity of the stimulus acts in the low frequency range (up to 20 Hz) relative to the surroundings, and thus the legal emission limit value or imideon ( immision) limits can be observed.

As mentioned, the rail 2 is supported by the phase 3 in the supporting positions 4 spaced from each other in the longitudinal direction of the rail 2. In this case, the first zone 9 and the second zone 10 each extend over several, preferably more than ten bearing positions 4 for the rail 2. For example, the first zone 9 and the second zone 10 can each extend over approximately 20 sleepers.

The unit of bedding coefficient, also called 'bedding stiffness', is N / N. That is, stiffness (N / mm) or spring stiffness with respect to area. In addition to this, the bedding coefficient can also be regarded as the additional compression (N / mm 2) necessary to achieve an additional sinking (warping) of 1 mm.

In this embodiment, the bedding coefficient of the elastic layer 8 is constant over the first zone 9 and over the second zone 10, respectively. In other words, the elastic layer 8 in the first zones 9 has a value of constant and specific bedding coefficient respectively for each of the zones 9. Similar in the second zones 10, but here the constant value of the bedding coefficient is correspondingly higher than in the zones 9.

It is possible for the value of the bedding coefficient to change stepwise or gradually along the zone 9 and / or the zone 10. For example, in order to adapt the bending line of the rail to a particular desired bending extension with less wave shape by forming a particularly uniform bed extension under load, the value of the bedding coefficient in zone 10 is determined by From the edges adjacent to two adjacent zones 9 to the center of the zone 10, it can rise from a smaller value following the smaller values of the zone 9 to a larger value.

In the embodiment according to FIGS. 1 and 2, the first zone 9 and the second zone 10 continue straight in the longitudinal direction of the railway track. In the sense of forming a varying extension of the bedding coefficient described in the previous paragraph, it is possible for at least one other zone 11 to be laid between the first zone 9 and the second zone 10, respectively, The bedding coefficient in the zone has a value lying between each value of the bedding coefficient in the first zone 9 and each value of the bedding coefficient in the second zone 10. This embodiment is shown schematically in FIG. 5. In order to form the extension of the bedding along the rail as desired, there may also be other zones with corresponding bedding coefficients.

Instead of the elastic layer 8 between the drawing 3 and the substructure 5, there is another possibility of forming an elastic layer in the region between the rail 2 and the bridge superstructure 7. In the embodiment shown in FIG. 3, the rail 2 is again supported by means of a sleeper 12 on a phase 3 formed in the form of a gravel figure. Here, the elastic layer 8 'is arrange | positioned between each sleeper 12 and the figure 3. Therefore, below each sleeper 12 is a section of elastic layer 8 ', which elastically separates the sleepers 12 from the bed 3 as a whole. Preferably, each elastic section of the layer 8 ′ disposed between the sleeper 12 and the bed 3 extends over the entire extension of the corresponding sleeper 12.

Similar to the embodiment according to FIG. 1, the value of the bedding coefficient of the elastic layer 8 ′ in the first zone of the superstructure 1 extending above each pier 6 is in the region between the piers 6. Smaller than in the second section 10 of the extending superstructure 1, in which the rails 2 are arranged in the bearing positions 4 spaced from each other in the longitudinal direction of the rails 2. ), The first zone 9 and the second zone 10 each extend over several bearing positions 4 for the rail 2.

Combining the first embodiment and the second embodiment, whereby the elastic layer 8 'between the sleeper 12 and the drawing 3 is placed in the drawing 3 and the lower part 5 of the superstructure 1. It is also possible to form in addition to the elastic layer 8 in between.

The third embodiment is shown in FIG. This embodiment is consistent with the embodiments described above, but the difference is that the elastic layer 8 '' is disposed here directly underneath each rail 2. Each section of this elastic layer 8 '' is located between the rail 2 and each sleeper 12.

It is possible in principle to combine the first embodiment or the second embodiment or a combination thereof with the third embodiment.

In a trackless body without sleepers, an elastic layer may be present between the rail and the concrete phase or between the intermediate plate and the concrete phase on which the rail is fixed. This elastic layer can again be formed by several sections, each positioned at a supporting point. In this case, a continuous elastic layer between the rail and the drawing is also possible in principle.

The elastic layers 8, 8 ′, 8 ″ are composed of an elastic material, in which the elastic share is at least prevailing over the plastic share, the material being formed in particular by elastomers or thermoplastics. Preferred materials here are, for example, polyurethane elastomers or rubber elastomers.

Different bedding coefficients of the elastic layers 8, 8 ′, 8 ″ can be realized by different hardness or stiffness of the materials used to make up the elastic layers 8, 8 ′, 8 ″. The stronger the material, the greater the bedding coefficient. Preferably, elastomers or thermoplastic elastomers of different hardness can be used. For example, PU-elastomers at different hardness grades are known.

Alternatively or additionally, adaptation of the bedding coefficient can be achieved even by geometrical shapes, in particular by different thicknesses of the elastic layers 8, 8 ′, 8 ″ or elastic installation. It can be achieved by different surfaces extending. for example, The backing surface can be reduced to some extent by the lattice-positioned holes.

Preferably, the value of the bedding coefficient of at least one elastic layer 8 in the first zone 9 as well as in the second zone 10 is smaller than the value of the bedding coefficient of the rail 2.

The present invention can be used in a preferred manner for bridges or high bridges, in particular for bridges having reinforced bridge superstructures without being stressed. In prestressed concrete production without the possibility of readjustment, the desired homogenization of the railway track can likewise be achieved. Even in prestressed concrete with the possibility of readjustment the invention can be used for further optimization.

1 is a longitudinal center section of a first embodiment of a railway track according to the present invention;

FIG. 2 is a cross-sectional view of a portion of the superstructure and bridge superstructure of the railway track along line A-A of FIG. 1;

3 is a cross section similar to FIG. 2 of a second embodiment of a railway track according to the invention;

4 is a cross section similar to FIG. 2, of a third embodiment of a railway track according to the invention;

5 is a longitudinal center section similar to FIG. 1 of a fourth embodiment of a railway track according to the invention.

Explanation of symbols on the main parts of the drawings

1: superstructure 2: rail

3: Fig. 4: Supporting position

5: infrastructure 6: pier

7: bridge superstructure 8: floor

9: Zone 10: Zone

11: zone 12: sleepers

Claims (10)

As a railway track, the railway track is formed by a superstructure 1 having a rail 2 and a phase 3 supporting the rail 2 and a bridge or overpass, and a plurality of bridges 6 and the bridges. A substructure 5 comprising a bridge superstructure 7 supported by it, wherein at least one elastic layer 8, 8 ′ for elastic installation of the rail 2 with respect to the substructure 5. , 8 ''), wherein at least one elastic layer 8, 8 ′, 8 ″ in the first zone 9 of the superstructure 1 extending above each pier 6. The value of the bedding coefficient of) is smaller than in the second zone (10) of the superstructure (1) extending in the region between the piers (6). 2. The rail (2) according to claim 1, wherein the rail (2) is supported by the phase (3) in the support positions (4) spaced from each other in the longitudinal direction of the rail (2), and the first zone (9) Railroad tracks characterized in that the two zones (10) each extend over several bearing positions (4) for the rails (2). The railway line according to claim 1 or 2, wherein the value of the bedding coefficient of the elastic layer (8) is constant over the first zone (9) and over the second zone (10), respectively. 4. The railway track according to claim 1, wherein the first zone and the second zone run straight in the longitudinal direction of the railway track. 5. 4. A method according to any one of claims 1 to 3, wherein at least one other zone (11) is placed between the first zone (9) and the second zone (10), in which the bedding coefficient is set to zero. A railway line characterized by having a value lying between the value of the bedding coefficient in the first zone (9) and the value of the bedding coefficient in the second zone (10). The railway line according to any one of the preceding claims, characterized in that the elastic layer (8) is arranged between the phase (3) and the substructure (5) of the superstructure (1). 7. The sleeper (12) according to any one of the preceding claims, wherein a sleeper (12) is arranged between the bed (3) and the rail (2), with each sleeper (12) supporting a position for the rail (2). 4) A railway track, characterized in that the elastic layer 8 'is disposed between each sleeper 12 and the phase 3. 8. The elastic layer 8 ′ according to claim 1, characterized in that each elastic layer 8 ′ disposed between the sleeper 12 and the bed 3 extends over the entire extension of the sleeper 12. Railway track. 9. The elastic layer 8 ″ according to any one of claims 1 to 8, wherein the elastic layer 8 ″ is arranged in the region immediately below each rail 2 in the region of each support position 4. A railroad line, which is disposed directly under the intermediate plate on which it is installed. The value of the bedding coefficient of the at least one elastic layer 8 in the first zone 9 as well as in the second zone 10 is according to any one of the preceding claims. A railway track characterized by being smaller than the value of the coefficient.

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