US20150053502A1 - Noise reduction device - Google Patents
Noise reduction device Download PDFInfo
- Publication number
- US20150053502A1 US20150053502A1 US14/359,656 US201214359656A US2015053502A1 US 20150053502 A1 US20150053502 A1 US 20150053502A1 US 201214359656 A US201214359656 A US 201214359656A US 2015053502 A1 US2015053502 A1 US 2015053502A1
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- United States
- Prior art keywords
- noise reduction
- wall
- base element
- reduction device
- curvature
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- 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.)
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
- E01B19/003—Means for reducing the development or propagation of noise
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B26/00—Tracks or track components not covered by any one of the preceding groups
- E01B26/005—Means for fixing posts, barriers, fences or the like to rails
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- 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
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F8/00—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic
- E01F8/0005—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic used in a wall type arrangement
- E01F8/0023—Details, e.g. foundations
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F8/00—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic
- E01F8/0005—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic used in a wall type arrangement
- E01F8/0029—Arrangements for absorbing or reflecting air-transmitted noise from road or railway traffic used in a wall type arrangement with porous surfaces, e.g. concrete with porous fillers
Abstract
The invention relates to a noise reduction device (1) for arrangement on a traffic route, comprising at least one wall element (8) having a wall element longitudinal extension (28 a), the wall element (8) being disposed on at least one base element (7) having a base element longitudinal extension (12) in the direction of the wall element longitudinal extension (28 a), and the base element (7) has a first front face (14) and a second front face (15), and the two front faces (14, 15) extend opposite one another along the base element longitudinal extension (12). The first front face (14) of the base element (7) is provided with a curvature (16) and the second front face (15) of the base element (7) is provided with a second curvature (17) and the two curvatures (16, 17) extend in the direction perpendicular to the base element longitudinal extension (12).
Description
- The invention relates to a noise reduction device for arrangement on a traffic route, comprising at least one wall element having a wall element longitudinal extension, the wall element being arranged on at least one base element having a base element longitudinal extension in the direction of the wall element longitudinal extension, and the base element has a first front face and a second front face, and the two front faces lie opposite one another along the base element longitudinal extension, a noise reduction wall system comprising several noise reduction devices disposed one after the other in the longitudinal direction, as well as the use of the noise reduction device.
- Noise reduction devices in the form of wall elements are used along or on traffic routes to reduce noise. These noise reduction devices are usually erected in a fixed arrangement on or next to the traffic route and an appropriate foundation is built for this purpose, on which or in which stands for the noise reduction walls themselves, usually profiled I-sections or profiled H-sections made from steel, are anchored.
- AT 7 753 U1 describes a noise reduction element for use in railway construction. In order to reduce the noise which occurs when the wheels roll on the tracks, it is proposed that a sound reducing element be disposed on a base element constituting a stand surface which can be secured to the ground and which preferably extends vertically upwards, and which is able to move relative to the base element, preferably in a folding arrangement, and/or is mounted so as to be removable.
- DE 298 05 730 U1 discloses a noise reducing wall for traffic routes having a support construction supported on the ground, on which prefabricated, sound-absorbing wall elements are secured, which support construction comprises several prefabricated, vertical frames in which the wall elements can be fitted, and the wall elements are at least partially made from recycled material and/or immobilized waste products.
- DE 85 28 305 U1 describes a kit for erecting support-free noise reducing walls, and the individual kit elements comprise noise reducing wall elements having rear panels on which insulating layers are disposed, which are covered by perforated panels, and at least a lateral end of the rear panels is of an articulated design with a joint pin which is able to co-operate with the adjacent panel.
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AT 10 131 U1 discloses a mobile noise reduction wall, comprising a concrete base, a noise reducing element detachably connected to it and a cross-member which is detachably connected to both the concrete base and the noise reducing element. The noise reducing element is made from highly absorbing noise reduction panels in a steel construction and is mounted on the concrete base and secured by means of cross-members. - DE 44 19 886 A1 discloses a soundproof coating for sound-emitting and/or sound-reflecting surfaces, in particular for railway permanent-way structures, and the soundproof coating comprises a rubber granulate which is set by means of a preferably elastically deformable plastic, and the coating also has a relatively high proportion of at least partially open-pored air pores.
- DE 24 07 281 A1 discloses a soundproofing material, two layers of which are placed in contact with one another, each containing a number of inorganic particles thinly coated with an adhesive and thus bonded, holes being formed between mutually adjoining particles. The particle sizes in each layer differ from one another so that essentially all the particles in one layer are more than two times bigger than the maximum size of the particles in the adjoining layer. All the particles in all the layers are essentially within the size range of between 0.1 mm and 15 mm.
- WO 98/37276 A1 describes a sound reducing device for reducing the propagation of airborne sound, comprising a track system and an elastically deformable, low sound reducing wall made from rubber or plastic extending in the track longitudinal direction, and the low sound reducing wall disposed at a distance from the track has profiling on its side facing the track (inner side), which extends essentially across the entire wall height, whereas its face remote from the track (outer side) is predominantly of a flat design. The inner side is inclined at an angle α and the outer side is inclined at an angle β, and is so respectively towards the track by reference to the track vertical, and the angle β is bigger than the angle α. The profiling of the inner side is a system of lips, and the lips are oriented at an angle γ, and are so towards the floor of the track relative to the track horizontal. The low sound reducing wall terminates at the top, where the inner side and outer side meet, by a lip inclined towards the track which is oriented at an angle δ, namely upwards relative to the track vertical. The low sound reducing wall also has at least one hollow chamber extending in the track longitudinal direction.
- A fixing mechanism is known from AT 8 619 U1, which enables the use of a noise reducing wall without a foundation. The fixing mechanism consists of a simple profiled section which is easy to install and dismantle, which can be connected to a rail. Simple assembly and dismantling is achieved due to the effect of force acting on a mounting plate. An appropriately bent fitting support holds the noise reducing wall at an exact horizontal distance from the rail and at the same time stabilizes the right-angled position with respect to the track. A locking plate connects the noise reducing wall to the fixing mechanism by a latching action. The fitting support is encased in rubber or another elastic material to protect the track and crossties and damp their vibrations. The offset of the fitting support at the transition from the crosstie to the ballast bed underneath is used to ensure that the latter is embedded in the ballast and the full weight of the noise reducing wall is borne by the ballast bed.
- AT 9 954 U1 discloses a noise reduction wall for screening the noise which occurs due to travel on railway tracks, the height of the noise reduction wall disposed on either side of a track being approximately 0.5 m to 2 m. The distance between two noise reduction walls—lying opposite one another normally to a longitudinal direction of the track—is in a range of only approximately 3 to 5% bigger than the width of a clearance outline of the track, and the angle of a side of the noise reduction wall facing the track is in a range of approximately −15 to +15° relative to the vertical and a flank nose is provided on a bottom end of the noise reduction wall lying on the ballast of the track on a side remote from the track with a nose end spaced at a distance apart from said remote side, which subtends an angle of approximately 10° to approximately 40° with respect to a horizontal.
- AT 508 575 B1 discloses a noise reducing device for erecting on a traffic route comprising at least one wall element, and the wall element is disposed on at least one base element which can be installed on or adjacent to the traffic route without a foundation, and the base element can be installed on a ballast bed of a track and is not anchored in the ground, and the base element has at least one connecting element by means of which the base element can be connected to a crosstie and/or a rail of a track.
- The objective of this invention is to simplify the construction of noise reduction devices along lengths of track. In particular, the objective of the invention is to propose an improved noise reduction device.
- This objective is achieved, independently in each case, on the basis of the noise reduction device outlined above, the noise reduction wall system outlined above and the use of the noise reduction device and, in the case of the noise reduction device, the first front face of the base element is provided with a curvature and the second front face of the base element is provided with a second curvature, and the two curvatures extend in the direction perpendicular to the base element longitudinal extension, the protective wall system being made up of the noise reduction devices, and the protective device is used as a noise reduction wall along a track, the noise reduction wall being erected at a distance of between 50 cm and 120 cm from the neighboring track.
- The advantage of this is that the design of the curvatures enables radii of curvature to be more easily produced. Furthermore, as a result of this construction, the noise reduction wall system is able to withstand higher lateral forces acting on it because the forces are distributed by the mutually adjoining noise reduction devices to several noise reduction devices and the noise reduction devices can be prevented from sliding laterally apart from one another when the noise reduction wall system is in the assembled state. In other words, lateral movement of the individual noise reduction devices in the noise reduction wall system is reduced, so that means for securing the noise reduction device to the tracks or to the crosstie can be dispensed with, even though the noise reduction devices are erected at a very short distance from the rail, preferably without a foundation, i.e. they are erected on only a ballast bed or optionally on a solid carriageway. This makes it possible to erect the noise reduction wall system very close to the source of the noise, as a result of which the height of the noise reduction devices can be reduced. It also results in higher security in the center region between the tracks of two directions of travel in terms of fixing the position of the noise reduction devices. Avoiding mechanical connections between the noise reduction devices and the rails or crossties simplifies construction of the noise reduction wall system.
- Based on a preferred embodiment, the first curvature has a conical contour and the second curvature has a convex contour. The base elements or all the noise reduction elements may therefore all be of the same shape, which simplifies manufacture of the elements on the one hand and their assembly on the other hand. Furthermore, it is also possible to produce narrower radii of curvature, imparting greater stability to the noise reduction wall.
- Another option is for the wall element and base element to be of an integral design. This significantly reduces the time needed to assemble the noise reduction wall system. Conversely, however, the time needed to dismantle the noise reduction device by simply lifting it with a crane can also be reduced and simplified, which specifically offers advantages when it comes to maintenance work along the run of track or rescue operations after train accidents.
- Based on another embodiment, the wall element and/or the base element is or are made from a lightweight concrete incorporating pores. Accordingly, these noise reduction elements may be based on a monolithic design, thereby obviating the need for a complex structure to achieve a noise reducing effect. In addition, this offers a simple way of adapting the noise reducing behavior by opting for an appropriate choice of pore size or by providing a pore size spectrum or based on the number of pores, i.e. the total pore volume.
- However, another option is for the wall element to be filled with rock wool or rubber granulate. In particular, this wall element is used as a so-called field element. Accordingly, a wall element is provided which has a high resistance to adverse weather conditions but does not require any special treatment to improve resistance to weathering and is low in terms of maintenance, whilst at the same time achieving a relatively high reduction of noise nuisance for residents living along the run of track.
- With a view to reducing noise nuisance still further, a barrier element to sound waves is disposed on and/or in the wall element. This enables overall weight to be reduced whilst improving noise reduction.
- Based on one embodiment of the noise reduction wall system, the noise reduction devices are connected to one another in a positive fit. This enables an additional force-fitting connection to be dispensed with, for example by means of retaining clamps or screws. Opting for solely a positively fitting connection in turn makes assembly and dismantling of the noise reduction wall system simpler on the one hand, whilst also making production of the noise reduction device simpler on the other hand, because fittings such as screw plates or similar for providing a force-fitting connection between the noise reduction devices can be dispensed with.
- In order to reduce the risk of the noise reduction device shifting due to (micro) movements in the ballast bed in terms of its position, in particular as regards the distance from the rails, exclusively the first and/or the last noise reduction device of the several noise reduction devices disposed one after the other has or have at least one connecting element by means of which the noise reduction device can be connected to a crosstie and/or a rail of a track. Again, the advantage of this is that this connection is limited to at most two noise reduction devices, thereby enabling assembly and dismantling of the noise reduction wall system to be further simplified. The stability of the other noise reduction devices between the two end elements in terms of position with respect to one another is obtained by the positively fitting connection of the individual noise reduction devices to one another.
- To provide a clearer understanding, the invention will be described in more detail below with reference to the appended drawings.
- These are simplified schematic diagrams illustrating the following:
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FIG. 1 the design of a noise reduction device on a railway traffic route seen from the front in the direction of the rail traffic route; -
FIG. 2 a noise reduction device viewed from an angle; -
FIG. 3 a plan view of the noise reduction device illustrated inFIG. 2 ; -
FIG. 4 a first end element for the noise reduction device illustrated inFIG. 4 viewed from an angle; -
FIG. 5 a plan view of the end element illustrated inFIG. 4 ; -
FIG. 6 another end element for the noise reduction device illustrated inFIG. 4 viewed from an angle; -
FIG. 7 a detail from a noise reduction wall system with several noise reduction devices of the type illustrated inFIGS. 2 to 6 viewed from an angle with a rail connection; -
FIG. 8 a plan view of the noise reduction wall system illustrated inFIG. 7 ; -
FIG. 9 a detail from another noise reduction wall system with several noise reduction devices based on one embodiment, viewed from an angle, with a rail connection; -
FIG. 10 a plan view of the noise reduction wall system illustrated inFIG. 9 ; -
FIG. 11 an end view of the noise reduction wall system illustrated inFIG. 9 ; -
FIG. 12 an embodiment of a fixing element for securing a wall element to a base element of a noise reduction device, viewed from the front; -
FIG. 13 a side view of the fixing element illustrated inFIG. 12 ; -
FIG. 14 the fixing element illustrated inFIG. 12 viewed from behind; -
FIG. 15 a plan view of the fixing element illustrated inFIG. 12 ; -
FIG. 16 a plan view of a rail connecting element for connecting a noise reduction device to a rail; -
FIG. 17 a side view of the rail connecting element illustrated inFIG. 16 ; -
FIG. 18 the rail connecting element illustrated inFIG. 16 viewed from an angle; -
FIG. 19 a plan view of an embodiment of a base element of the noise reduction device; -
FIG. 20 a plan view of another embodiment of a base element of the noise reduction device. - Firstly, it should be pointed out that the same parts described in the different embodiments are denoted by the same reference numbers and the same component names and the disclosures made throughout the description can be transposed in terms of meaning to same parts bearing the same reference numbers or same component names. Furthermore, the positions chosen for the purposes of the description, such as top, bottom, side, etc., relate to the drawing specifically being described and can be transposed in terms of meaning to a new position when another position is being described.
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FIG. 1 illustrates two embodiments of anoise reduction device 1 which are very similar to one another and which are illustrated in more detail inFIGS. 2 to 8 and 9 and 10. In particular, thesenoise reduction devices 1 are used as noise reduction walls in the region oftrack systems 2 and, as illustrated inFIG. 1 , thenoise reduction device 1 has an advantage in that it can be erected very close to track runs 3 so that the noise generated by wheels 4 ofrailway vehicles 5 and the track runs 3 can be effectively damped or directed to an area where it no longer constitutes a nuisance, even if the structural height of thenoise reduction device 1 is low. - These two
noise reduction devices 1 illustrated inFIG. 1 are naturally positioned to allow unhindered operation ofrailway vehicles 5, i.e. they are disposed at asufficient distance 6, 7 from the travellingrailway vehicles 5. Due to the construction of thenoise reduction devices 1, thisdistance 6, 7 of the twonoise reduction devices 1 is between 0.5 m and 1.2 m, in particular between 0.7 m and 1 m, so that the twonoise reduction devices 1 can be erected very close to the source of the noise. In this respect, thedistance 6, 7 is measured between the edge of the outer edge of thenoise reduction devices 1 facing the rails and the middle of the neighboring rail. -
FIGS. 2 and 3 illustrate the first embodiment of thenoise reduction device 1 illustrated inFIG. 1 , a so-called center element, which in particular is disposed at least approximately centrally between two track runs. - The
noise reduction device 1 comprises or consists of abase element 7 and at least onewall element 8, andseveral wall elements 8 may also be used, for example two placed one above the other. It would naturally also be possible to use a different number ofwall elements 8 disposed one above the other in thenoise reduction device 1. - Such a wall element 4 may have a length of for example ca. 3 m, a width of ca. 12 cm to ca. 20 cm and a height of ca. 80 cm to ca. 100 cm, although these figures should not be construed as restrictive.
- This
noise reduction device 1 may consist of several parts, and in particular thebase element 7 andwall element 8 may be separate components of thenoise reduction device 1. - The
base element 7 is preferably a concrete base in the form of a flat element as may be seen fromFIGS. 2 and 3 . For example, such abase element 3 may have a width of ca. 1.2 m, a length of ca. 3 m and a height of ca. 0.26 m, these figures also being given purely by way of example. - One
surface 9 is preferably flat and optionally has a gradient in the direction towards longitudinal end faces 10, 11 extending in the direction of a base elementlongitudinal extension 12. The gradient may be only a few degrees, for example between 0.5° and 3°, to allow water to drain off. - However, it would also be possible for this
base element 3 to be designed so that an at least approximately flat surface is formed in amiddle region 13 on which the wall element orelements 8 are disposed, and the width of this surface in the direction towards the tracks may at least approximately correspond to or be greater than the width of thewall elements 8. - However, the
base element 7 is preferably made integrally with thewall element 8, in other words produced as a single piece with thewall element 8. - The bottom face of the
base element 3 is preferably of a flat design in order to provide a bigger standing surface and thus impart greater stability to thenoise reduction device 1. - Given that the
base element 7 is disposed on a ballast bed 14 (FIG. 1 ) of atrack system 2, it may be of advantage if an elastomer element, for example a rubber mat or a non-woven material, is provided on the bottom face of thebase element 7, into which the pieces of ballast can be partially pressed. This elastomer element or non-woven material may be adhered to the bottom face of thebase element 7 and another option is to lay it in the formwork when producing thebase element 7 so that it is already joined to the concrete base during production. - The
base element 7 has a firstfront face 14 and a secondfront face 15 lying opposite one another along the base elementlongitudinal extension 12. As may be seen fromFIGS. 2 and 3 , the firstfront face 14 is provided with acurvature 16 and the second front face is provided with asecond curvature 17, and the two curvatures extend in the direction perpendicular to the base elementlongitudinal extension 12. Thefirst curvature 16 has a radius ofcurvature 18 and thesecond curvature 17 has a second radius ofcurvature 19 and in this embodiment, the two radii ofcurvature surface 9, as illustrated inFIGS. 2 and 3 . - The two radii of
curvature - At this stage, it should be pointed out that the expression “at least approximately” in the context of the description should be understood as meaning that variances are possible within manufacturing tolerances. If anything else is meant, this will be pointed out separately.
- The values of the two radii of
curvature curvature - In a noise
reduction wall system 20 created by aligningseveral base elements 7 in a row, as illustrated by the detail of inFIG. 7 for example, thecurvatures base elements 7 an ability to move to a certain degree in the horizontal direction in the direction of the base elementlongitudinal extension 12, thereby making it possible to approximate the radius of curvature in the bend region of rails more effectively. However, this ability to move imparted by thecurvatures base elements 7 move out of mutual engagement, thereby also ensuring that the noisereduction wall system 20 is stable in its longitudinal direction. This in turn offers an advantage because it is not necessary to fix thebase elements 7 to the rails or crossties because thebase elements 7 of the noisereduction wall system 20 are essentially self-stabilizing in terms of their position relative to one another. - The two
curvatures curvature curvature - Based on the embodiment illustrated in
FIGS. 2 and 3 , thefirst curvature 17 of thefront face 14 is inwardly cambered, in other words concave, and thesecond curvature 18 of the secondfront face 15 is outwardly cambered, in other words convex. Aligningnoise reduction devices 1 in the noisereduction wall system 20 creates a positive connection because theconvex curvature 17 of onenoise reduction device 1 engages in theconcave curvature 16 of a second, adjoiningnoise reduction device 1. - In order to mount the
wall element 8 on thebase element 7, at least two anchor plates may be provided, which are disposed eccentrically with respect to and spaced apart from the two end faces 5, as disclosed in AT 508 575 B1, to which explicit reference is made and which therefore falls within the scope of this description in this context. - In the preferred variant of this embodiment illustrated in
FIGS. 2 and 3 , however, thebase element 7 is made integrally with thewall element 8. In particular, these two elements are made from concrete, preferably a lightweight concrete incorporating pores. However, it would also be possible for thebase element 7 to be produced from a non-porous concrete, onto which thewall element 8 made from lightweight concrete is cast, in which case appropriate formwork is used in order to produce an integralnoise reduction device 1. - It should be pointed out that by lightweight concrete is meant a concrete with a maximum weight by volume of 2500 kg/m3.
- The lightweight concrete may have pores with a size selected from a range of 2 mm to 12 mm, in particular from a range of 4 mm to 8 mm. It is also of advantage to provide pores of differing sizes because this enables a broader spectrum of sound frequencies to be covered.
- However, it is also possible for the
wall element 8 to be made from a different material, as described in more detail below. - To assist with moving this noise reduction device, lifting
eyes 21 may be provided on the top face of thewall element 8, in particular cast in thewall element 8. - At least individual ones of the edges of the
noise reduction device 1 in this and all embodiment(s) may be of a chamfered design. Likewise, the transition between thewall element 8 andbase element 7 may be of a rounded design. -
FIGS. 4 and 5 as well as 6 illustrate embodiments of thenoise reduction devices 1 viewed from an angle or from above.FIGS. 4 and 5 illustrate afirst end element 22 andFIG. 6 asecond end element 23 of the noisereduction wall system 20, as illustrated inFIG. 7 . - By contrast with the embodiment of the
noise reduction device 1 illustrated inFIGS. 2 and 3 , theseend elements wall elements 8 which have an at least partially inclined contour. Accordingly, the height above thebase element 7 of thewall element 8 based on the embodiment of thenoise reduction device 1 illustrated inFIGS. 4 and 5 increases from thefront face 15 in the direction towards thefront face 14 and that based on the embodiment illustrated inFIG. 8 decreases in this direction, and in the case of two embodiments, angled regions of thewall elements 8 may merge into a horizontally extending region of the top face, as illustrated inFIGS. 4 to 6 . - However, it should be pointed out that although it may be of advantage to opt for a separate design of the
end elements noise reduction device 1 illustrated inFIGS. 2 and 3 may also be used as theseend elements - Given that these
noise reduction devices 1 may form theend elements reduction wall system 20, thefront face 15 of thebase element 7 of thenoise reduction device 1 illustrated inFIGS. 4 and 5 and thefront face 14 of thebase element 7 of thenoise reduction device 1 illustrated inFIG. 6 may be straight, i.e. without curvatures, because no othernoise reduction device 1 sits in in a positive fit on these front faces 14, 15. However, the design of these front faces 14, 15 having thecurvatures - Another option is for these
end elements noise reduction device 1 illustrated inFIGS. 2 and 3 . - Furthermore, these
end elements noise reduction device 1 illustrated inFIGS. 2 and 3 , in particular in terms of the choice of materials for thebase element 7 andwall element 8. -
FIGS. 7 and 8 illustrate the noisereduction wall system 20 made up of severalnoise reduction devices 1 viewed from an angle and from above. The positively fitting connection of the individualnoise reduction devices 1 may be seen in these drawings in particular. - Although
FIGS. 7 and 8 illustrate only two of thenoise reduction devices 1 illustrated inFIGS. 2 and 3 as well as theend element 22, the number ofnoise reduction devices 1 will depend on the length of the run to be fitted with thesenoise reduction devices 1 and the diagrams shown inFIGS. 7 and 8 should therefore not be construed as restrictive. In addition, theend element 23 illustrated inFIG. 6 may also be provided on what is the left-hand side in the drawings as a termination. - The
noise reduction devices 1 between the twoend elements track run 3. They are also not connected to the crossties but sit without any foundations on the ballast bed, although the latter is not illustrated. Only the twoend elements track run 3 in order to fix the position of the noisereduction wall system 20 relative to thetrack run 3. No fixing of the othernoise reduction devices 1 between theend elements noise reduction devices 1. - The
end elements track run 3—alternatively theseend elements element 24. To affix the connectingelements 24 to theend element 22 respectively 23, they may be provided with acoupling element 25 respectively 26 (see alsoFIGS. 4 and 6 ). In the simplest situation, thesecoupling elements element 24 is screwed. Thecoupling elements base element 7, for example by means of screws. However, they are preferably integrated in the concrete body of the base element and in particular cast with it and anchored in it, for example by means of claws, round steel rods, flat steel lugs, etc. To this end, thesecoupling elements - However, it would also be possible to use
other coupling elements element 24 and noise reduction device can be established. It would optionally also be possible to dispense with thecoupling elements element 24 directly to thenoise reduction device 1, in particular by a screw fixing. -
FIGS. 9 to 11 show the embodiment of thenoise reduction device 1 illustrated inFIG. 1 , disposed in the side regions of a track, in other words not between two tracks, i.e. the so-called field element. Severalnoise reduction devices 1 again make up the noisereduction wall system 20 and the twoend elements 22, 23 (only endelement 22 is illustrated inFIGS. 9 to 11 ) are also provided with this embodiment and in particular can be connected by the connectingelement 24 to thetrack 3. Accordingly, reference may be made to the explanations given above. - The
base element 7 is preferably cast from concrete and is based on the design of a flat element although it may have a shorter width than thebase element 7 based on the embodiment illustrated inFIGS. 2 and 3 . This width of the top face is preferably dimensioned so that a walkway with a width of ca. 0.5 m can be provided next to thewall elements 8. - In principle, it is also possible for the
base element 7 to be made integrally with thewall element 8 in this embodiment of thenoise reduction device 1, However, a separate design is preferred so that the wall elements can be easily removed if necessary, in which case the remainingbase element 7 will define re-positioning, thereby making re-erection easier. - This
base element 3 may also be provided with the anchoring plates described above in order to hold thewall elements 8 above them, i.e. to secure the holders provided for this purpose, and the latter are not disposed in a middle region but in the region of one of the longitudinal side edges 27, 28 depending on whether thewall element 8 is disposed to the right or left. The longitudinal side edges 27, 28 extend in the direction of a wall elementlongitudinal extension 28 a. - However, a preferred embodiment is one where the
wall element 8 is laterally secured to thebase element 7 by means of asupport element 29, which is more clearly illustrated inFIGS. 12 to 15 . Connected to thissupport element 29 is a retainingelement 30, which is used to retain thewall elements 8. The retainingelement 30 is provided in the form of a profiled H-section retaining element so that thewall elements 8 can be slotted into these without the need for additional connecting elements. Naturally, however, thewall elements 30 could be connected to the support element by mechanical means and/or in a positively fitting arrangement if necessary. - The support element is connected to the
base element 7 at aside face 31 thereof, in particular by mechanical means, for example screwed to it. This side face is of an angled design and extends inwards, as may be seen fromFIGS. 9 and 11 . As a result of this side face 31 extending at an angle relative to the surface of thebase element 7, a better hold of thesupport element 29 is obtained, especially with respect to the suction effect and thrust effect of a passing train. - Starting from the top face of the base element, the
side face 32 facing thetrack run 3 is at least partially angled. This angling means that thebase element 7 can be positioned closer to thetrack run 3 making allowance for the clearance outline of the railway vehicle (seeFIG. 1 ). This results in more efficient noise damping in spite of a shorter wall height of thewall element 8, which might be between 0.7 m and 1.2 m, in particular between 0.8 m and 1 m, for example. - Accordingly, the
base element 7 of this embodiment of thenoise reduction device 1 preferably has a cross-section in the shape of an irregular pentagon, as may be seen inFIG. 11 . - This
base element 7 may also have liftingeyes 21. - For details of the
curvatures base element 7 and theend elements - The wall element 4 itself may be made from concrete, a rubber granulate/concrete mixture or a composite element comprising two lateral facing walls with rubber granulate disposed in between or rubber granulate bonded with a binding agent. Another possible way of improving the acoustic effect is to provide the side faces, in particular those faces directed towards the traffic route, with commercially available acoustic non-woven material.
- Another option is for the wall element 4 as a whole to be made from a plastic or a hard elastomer or similar.
- If a mixture of rubber particles/concrete or rubber particles/plastic particles/plastic binding agents is used, the proportion of rubber particles in this mixture may be selected from a range with a lower limit of 10% by volume and an upper limit of 70% by volume or from a range with a lower limit of 20% by volume and an upper limit of 65% by volume or from a range with a lower limit of 25% by volume and an upper limit of 55% by volume.
- A binding agent for plastics or similar may also optionally be added to the rubber particles/concrete mixture. The proportion of the plastic binding agent in the case of two variants may be in the range of between 5% by weight and 25% by weight, in particular between 10% by weight and 15% by weight. In terms of the plastic particles used, these may be particles of PE, PP, PTFE, PVC, etc., for example, in particular recycled materials. The rubber particles/plastic particles/plastic binding agent mixture may optionally also contain a hydraulic binding agent, e.g. cement.
- Another option is to select a mean grain size of these rubber particles from a range with a lower limit of 0.4 mm and an upper limit of 4 mm or from a range with a lower limit of 1 mm and an upper limit of 3.5 mm or from a range with a lower limit of 1.5 mm and an upper limit of 3 mm.
- In the case of a wall element 4 filled with rubber granulate, this rubber granulate may have a grain size of between 0.5 mm and 4 mm. In this respect, it has proved to be of advantage to use different grain sizes of rubber granulate in a wall element 4, for example grain sizes of 0.5 mm and 2.5 mm and 4 mm, in order to obtain a different filling level and differing acoustic behavior. Accordingly, it is possible to create cavities between the individual rubber particles, in which case the proportion of cavities is between 5% by volume and 30% by volume, relative to the total volume occupied by the rubber granulate. These cavities also reduce noise nuisance on the side facing away from the traffic route.
- Generally speaking, in the context of the invention, the rubber particles may be provided with a standard plastic binder, in which case its proportion may be between 5% by weight and 15% by weight. A polyurethane adhesive is used by preference.
- The binding agent may be cement or concrete, although it would also be possible to use other binding agents in order to obtain a self-supporting
wall element 8 made from a rubber granulate. - With regard to the particle sizes of the rubber granulate, it is of advantage if these are also incorporated in the rubber particle/concrete mixture.
- In addition, it is also possible for the
wall element 8 to be constructed in a different way, for example from woodwork materials, in which case these woodwork materials may also be used in the form of composite materials, for example with wooden lathwork on the two side walls, i.e. the walls directed towards and away from the traffic route, and an acoustic filling or noise-reducing filling made from insulating material or similar in between. - In the case of
wall elements 8 filled with rubber granulate, it is also possible for them to be cast, for example from an elastomer, in particular a hard elastomer, or from concrete, in which case an appropriate recess is provided between the two side walls which is then filled with rubber granulate. - In a preferred embodiment of the
wall element 8, rock wool is used as a filling for the carcasses. - Another option is to provide a barrier element on or in the
wall element 8 to counter sound waves, for example made from metal, plastic or concrete. - It should be pointed out that also in the case of the embodiment of the
noise reduction device 1 illustrated inFIGS. 2 and 3 , in other words the center element, awall element 8 of this type may be used instead of theintegral wall element 8 described, although this is not the preferred embodiment of thisnoise reduction device 1. - The
wall elements 8 are preferably disposed on thebase elements 7 in such a way that they span two mutuallyadjacent base elements 7, thereby enabling cohesiveness within the noisereduction wall system 20 to be improved. Another option is for thebase element 7 to be of a length in the direction of the track extension which at least approximately corresponds to the length of thewall elements 8 in the same direction. - For the sake of completeness, it should be pointed out that the two
end elements noise reduction devices 1. - If necessary, it is also possible to connect the
wall element 8 to thebase element 7 by mechanical means. - The
base element 7 is preferably not anchored in the ground, in other words sits without any foundation on a ballast bed. -
FIGS. 12 to 15 illustrate thesupport element 29 from different perspectives. Thissupport element 29 is made in particular from a metal material, preferably from steel. At least certain regions of anouter edge 33 pointing away from the wall element 8 (e.g.FIG. 10 ) are of a rounded design, although this shape should not be construed as restrictive. Alternatively, it would also be possible to opt for polygonal shapes, etc. - The support element is essentially made up of a
bottom region 34 and atop region 35. Thetop region 35 serves as asupport surface 36 for the retainingelement 30, in other words the profiled H-section mentioned above, for example. Thissupport surface 36 is oriented with its longitudinal extension at least approximately vertical in the fitted state. - The
bottom region 34 in turn has a connectingsurface 37, by means of which thesupport element 29 is connected to thebase element 7, in particular screwed to theside face 31 as described above. To this end, this connectingsurface 37 may be provided withappropriate orifices 38. - The connecting
surface 37 is disposed at anangle 39 relative to the vertical, as may be seen fromFIG. 13 , so that the connectingsurface 37 lies in an at least approximately flat arrangement against theside face 31 of thebase element 7. Theangle 39 may be selected from a range of 120° to 180°. Accordingly, theside face 31 is also inclined at an at least approximately corresponding angle. - A
cover plate 40 may be provided on the top face of thesupport element 29, by means of which the top open end of the retainingelement 30 can be covered (e.g.FIG. 10 ). - However, another option is to use the
support element 29 itself as the retainingelement 30 for thewall element 8. In this embodiment, thesupport surface 36 is the center web of the H-shaped cross-section. To the rear, two support surfaces 41, 42 are provided in the form of avertical leg 43. Disposed between thebottom region 34 and thetop region 33 aresupport surfaces support element 29 is in the fitted state and provide a support for thewall element 8. Thewall element 8 may therefore preferably be clamped between one of the support surfaces 44, 45 and thecover plate 40. Once thewall elements 8 has been inserted in thesupport element 29, the open region to the rear can be closed by means of another, in particular plate-shaped, cover element 46 (FIG. 9 ) thereby resulting in an H-shaped cross-section when viewed from above. - The
support element 29 may also be used as part of the grounding system of thenoise reduction device 1. -
FIGS. 16 to 18 illustrate different views of the connectingelement 24 by means of which theend elements 22 respectively 23 are connected to the track run 3 (FIG. 11 ). - The connecting
element 24 is provided in the form of a clamp in particular and essentially comprises two parts (apart from the illustrated screw connection for these two parts), namely aclamp element 47 and afastening element 48. - By means of the
fastening element 48, the connectingelement 29 is connected to thebase element 7. To this end, thefastening element 48 may be at least approximately L-shaped at the rear end with an at least approximately vertically orientedleg 49. - The
clamp element 47 is of an at least approximately shackle-shaped or at least approximately carriage-shaped design and has hook-shapedend regions track run 3 from the bottom face and are hooked onto it, as may be seen fromFIGS. 7 , 9 and 11, for example. In order to produce the clamping effect, the front end of thefastening element 48 has an approximately U-shaped cross-section as viewed from the side and thus acts as aclamp element part 52. On its front at least approximately vertical leg, theclamp element part 52 has at least onesupport element 53, for example a rubber damper, which lies in the region above the rail foot on thetrack run 3 in the fitted state and thus clamps it. - This connection is preferably designed to permit a certain amount of relative movement between the
base element 7 and rail. -
FIG. 19 illustrates a plan view of another embodiment of thenoise reduction device 1 serving as a center element in the noisereduction wall system 20. It also comprises thebase element 7 and thewall element 8. Where this embodiment differs from the embodiments described above is that abase element 7 has exclusivelyconvex curvatures 17 and theadjoining base element 7 has exclusivelyconcave curvatures 16, and the radii of curvature in terms of their values are preferably of the same size for allbase elements 7. -
FIG. 20 illustrates an embodiment of thenoise reduction device 1 in the noisereduction wall system 20 from a side view incorporating thebase element 7 and thewall element 8. In this embodiment, thecurvatures - It should be pointed out that although the
noise reduction devices 1 illustrated in the diagrams ofFIGS. 19 and 20 are not sitting one against the other, they are disposed end to end sitting one against the other in the noisereduction wall system 20, as is the case with all embodiments of thenoise reduction device 1. - In the case of another embodiment, not illustrated, it is possible for the
base element 7 to havecurvatures FIG. 3 ). - It should generally be pointed out that the
curvatures - Furthermore, at least one seal element, e.g. a Compriband N, is disposed between the
noise reduction devices 1 in at least certain regions on the front faces 14, 15 in the case of all embodiments of thenoise reduction device 1 and the noisereduction wall system 20. - It is also of advantage if the
base element 7 has ground connections for the electrical grounding. - The embodiments illustrated as examples represent possible variants of the
noise reduction device 1, and it should be pointed out at this stage that the invention is not specifically limited to the variants specifically illustrated, and instead the individual variants may be used in different combinations with one another and these possible variations lie within the reach of the person skilled in this technical field given the disclosed technical teaching. - For the sake of good order, finally, it should be pointed out that, in order to provide a clearer understanding of the structure of the
noise reduction device 1, it and its constituent parts are illustrated to a certain extent out of scale and/or on an enlarged scale and/or on a reduced scale. - It should also be noted that parts of the
noise reduction device 1 and the noisereduction wall system 20 may constitute individual inventions in their own right. This applies in particular to the design of thebase element 7 and/or thewall element 8 based on lightweight concrete incorporating pores, the design of thewall element 8 incorporating rock wool, the connectingelement 24 for connecting thenoise reduction device 1 and noisereduction wall system 20 to a rail as well as thesupport element 29 for connecting thewall element 8 to thebase element 7. -
List of reference numbers 1 Noise reduction device 2 Track system 3 Track run 4 Wheel 5 Railway vehicle 6 Distance 7 Base element 8 Wall element 9 Surface 10 Longitudinal end face 11 Longitudinal end face 12 Base element longitudinal extension 13 Middle region 14 Front face 15 Front face 16 Curvature 17 Curvature 18 Radius of curvature 19 Radius of curvature 20 Noise reduction wall system 21 Lifting eye 22 End element 23 End element 24 Connecting element 25 Coupling element 26 Coupling element 27 Longitudinal side edge 28 Longitudinal side edge 28a Wall element longitudinal extension 29 Support element 30 Retaining element 31 Side face 32 Side face 33 Outer edge 34 Region 35 Region 36 Support surface 37 Connecting surface 38 Orifice 39 Angle 40 Cover plate 41 Support surface 42 Support surface 43 Vertical leg 44 Support surface 45 Support surface 46 Cover element 47 Clamp element 48 Fastening element 49 Leg 50 End region 51 End region 52 Clamp element part 53 Support element
Claims (10)
1. Noise reduction device (1) for arrangement on a traffic route, comprising at least one wall element (8) having a wall element longitudinal extension (28 a), the wall element (8) being arranged on at least one base element (7) having a base element longitudinal extension (12) in the direction of the wall element longitudinal extension (28 a), and the base element (7) has a first front face (14) and a second front face (15), and the two front faces (14, 15) lie opposite one another along the base element longitudinal extension (12), wherein the first front face (14) of the base element (7) is provided with a curvature (16) and the second front face (15) of the base element (7) is provided with a second curvature (17), and the two curvatures (16, 17) extend in the direction perpendicular to the base element longitudinal extension (12).
2. Noise reduction device (1) according to claim 1 , wherein the curvature (16) has a conical contour and the second curvature (17) has a convex contour.
3. Noise reduction device (1) according to claim 1 , wherein the wall element (8) and the base element (7) are of an integral design.
4. Noise reduction device (1) according to claim 1 , wherein the wall element (8) and/or the base element (7) are made from a lightweight concrete incorporating pores.
5. Noise reduction device (1) according to claim 1 , wherein the wall element (8) has a filling of rock wool or rubber granulate.
6. Noise reduction device (1) according to claim 1 , wherein a barrier element against sound waves is disposed on and/or in the wall element (8).
7. Noise reduction wall system (20) comprising several noise reduction devices (1) disposed one after the other in the longitudinal direction, wherein the noise reduction device (1) is based on that according to claim 1 .
8. Noise reduction wall system (20) according to claim 7 , wherein the noise reduction devices (1) are connected to one another in a positively fitting arrangement.
9. Noise reduction wall system (20) according to claim 7 , wherein exclusively the first and/or the last noise reduction devices (1) of the several noise reduction devices (1) disposed one after the other has or have at least one connecting element (24) by means of which the noise reduction device (1) can be connected to a crosstie and/or a rail of a track.
10. Use of the noise reduction device (1) according to claim 1 as a noise reduction wall along a track, the noise reduction wall being erected at a distance of between 50 cm and 120 cm from the neighboring rail.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATGM634/2011 | 2011-11-22 | ||
AT6342011 | 2011-11-22 | ||
PCT/AT2012/050182 WO2013075159A1 (en) | 2011-11-22 | 2012-11-21 | Noise reduction device |
Publications (1)
Publication Number | Publication Date |
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US20150053502A1 true US20150053502A1 (en) | 2015-02-26 |
Family
ID=48468898
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US14/359,656 Abandoned US20150053502A1 (en) | 2011-11-22 | 2012-11-21 | Noise reduction device |
Country Status (7)
Country | Link |
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US (1) | US20150053502A1 (en) |
EP (1) | EP2817457B1 (en) |
JP (1) | JP2015501893A (en) |
CN (1) | CN104246077A (en) |
CA (1) | CA2858850A1 (en) |
RU (1) | RU2014125082A (en) |
WO (1) | WO2013075159A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20140353393A1 (en) * | 2011-11-22 | 2014-12-04 | Art Asamer Rubber Technology Gmbh | Noise reduction device |
US20160186395A1 (en) * | 2013-09-25 | 2016-06-30 | Panasian Microvent Tech (Jiangsu) Corporation | High-sound-absorption composite material for traffic sound barriers and preparation method thereof |
CN111145717A (en) * | 2020-01-02 | 2020-05-12 | 中车株洲电力机车有限公司 | Device and method for predicting rail transit environmental noise |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3025533B1 (en) * | 2014-09-10 | 2016-11-18 | Systra | ANTI-NOISE INSTALLATION FOR TRANSPORT PATH GUIDE AND TRANSPORT PATH GUIDE EQUIPPED WITH SUCH A INSTALLATION |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1534470A1 (en) * | 1964-02-18 | 1969-04-17 | Autostrade Conzessioni E Costr | Guardrail for motorways |
FR2598484A1 (en) * | 1986-03-24 | 1987-11-13 | Chadourne Roger | Row of stabilisation supports used in particular for safety purposes along roadways |
US5134815A (en) * | 1989-04-10 | 1992-08-04 | Pickett William H | Barrier structure |
AT393146B (en) * | 1989-04-14 | 1991-08-26 | Universale Bau Aktiengesellsch | Concrete base for producing a barrier means fabricated from concrete bases arranged in a row with their end faces adjacent to one another |
CN2285318Y (en) * | 1996-02-07 | 1998-07-01 | 上海申华声学装备有限公司 | Pore sound-absorbing screen |
ATE207165T1 (en) * | 1997-02-19 | 2001-11-15 | Phoenix Ag | SOUNDPROOF DEVICE |
-
2012
- 2012-11-21 EP EP12818468.6A patent/EP2817457B1/en active Active
- 2012-11-21 US US14/359,656 patent/US20150053502A1/en not_active Abandoned
- 2012-11-21 RU RU2014125082/03A patent/RU2014125082A/en not_active Application Discontinuation
- 2012-11-21 CA CA2858850A patent/CA2858850A1/en not_active Abandoned
- 2012-11-21 JP JP2014542641A patent/JP2015501893A/en active Pending
- 2012-11-21 WO PCT/AT2012/050182 patent/WO2013075159A1/en active Application Filing
- 2012-11-21 CN CN201280066771.XA patent/CN104246077A/en active Pending
Non-Patent Citations (1)
Title |
---|
Translation of AT 393146, accessed 6/12/15; "http://translationportal.epo.org/emtp/translate/?ACTION=description-retrieval&COUNTRY=AT&ENGINE=google&FORMAT=docdb&KIND=B&LOCALE=en_EP&NUMBER=393146&OPS=ops.epo.org/3.1&SRCLANG=de&TRGLANG=en" * |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20140353393A1 (en) * | 2011-11-22 | 2014-12-04 | Art Asamer Rubber Technology Gmbh | Noise reduction device |
US20160186395A1 (en) * | 2013-09-25 | 2016-06-30 | Panasian Microvent Tech (Jiangsu) Corporation | High-sound-absorption composite material for traffic sound barriers and preparation method thereof |
US9771693B2 (en) * | 2013-09-25 | 2017-09-26 | Panasian Microvent Tech (Jiangsu) Corporation | High-sound-absorption composite material for traffic sound barriers and preparation method thereof |
CN111145717A (en) * | 2020-01-02 | 2020-05-12 | 中车株洲电力机车有限公司 | Device and method for predicting rail transit environmental noise |
Also Published As
Publication number | Publication date |
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EP2817457A1 (en) | 2014-12-31 |
EP2817457B1 (en) | 2017-01-11 |
CA2858850A1 (en) | 2013-05-30 |
JP2015501893A (en) | 2015-01-19 |
CN104246077A (en) | 2014-12-24 |
WO2013075159A1 (en) | 2013-05-30 |
RU2014125082A (en) | 2015-12-27 |
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