DE102024107186A1 - Rail storage system - Google Patents

Abstract

The invention relates to a rail bearing system for the elastic bearing of a rail on a track bed and for the electrical insulation of the rail (10), wherein the rail (10) has a rail foot (12), a rail head (16), and a rail web (14) connecting the rail head and the rail foot to one another, wherein a rail chamber (22a, 22b) is formed between the rail head (16) and the rail foot (12) on either side of the rail web (14), and wherein the rail bearing system has at least the following: an elastic intermediate layer (42), which determines the dynamic depression and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, between the rail foot (12) and the track bed, and an electrically insulating sealing film (30), with which at least part of the rail foot (12) is covered in order to electrically insulate it.

Description

Field of the invention

The invention relates to a rail bearing system for the elastic mounting of a rail on a track bed, in particular on a rigid substrate, in order to absorb and cushion the dynamic load when a rail vehicle passes over it and to electrically insulate the rail. The invention further relates to a rail track with the rail bearing system and a method for installing the rail bearing system.

Background of the invention

It is known to fill the rail chambers with rail chamber fillers, for example, made of PU-bonded rubber granulate, to achieve better sound absorption and to fill the space between the rail web and the asphalt adjacent to the rails. Such rail chamber fillers are used particularly for tram tracks in conjunction with grooved rails.

From the EP 1 518 963 B1 A grooved rail with a damping profile is known, wherein the damping profile consists in particular of a vulcanized rubber and has parallel slots open on one side, the cross-section of which narrows or tapers in the direction from the open side to the base. The rubber damping profile also has channel-like cavities and is apparently glued to the rail at specific points using a separate contact adhesive. The disadvantages of the damping profile are its complex production using extrusion or injection molding processes, as well as cumbersome logistics and handling during installation on the rail at the construction site. One objective of this damping profile is to line the rail chambers and thus be adaptable to different dimensions of grooved rail cross-sections. However, the disadvantage is that the damping profile may have to be cut to size by hand on site, which appears to be difficult and laborious. Furthermore, the connecting lines between the open slots form predefined weak points. Furthermore, the system appears to have room for improvement with regard to its electrical properties.

Sometimes the rails are painted in the factory. However, this is complex, for example, in terms of surface preparation of the rail, and can cause further difficulties during transport and installation on site.

In a rail bearing system, particularly for tram or grooved rails, a defined dynamic deflection of the rail when a rail vehicle, e.g. a tram, passes over it can be important. This defined dynamic deflection can be achieved, for example, by a special elastic intermediate layer in the form of a polyurethane foam strip under the rail foot. The bedding module and the thickness of the polyurethane foam strip are selected so that a precisely defined desired dynamic deflection occurs when the rail vehicle passes over it. This allows the vibration damping behavior of the rail to be specified exactly as desired. This elastic intermediate layer specifically absorbs the dynamic deflection of the rail when a rail vehicle, e.g. a tram, passes over it and determines the extent of the dynamic deflection and the dynamic vibration or damping behavior of the rail system. The dynamic deflection or the dynamic vibration or damping behavior defined by this elastic intermediate layer can be subject to testing or approval procedures. When using a damping profile made of rubber as in the EP 1 518 963 B1 As described above, the dynamic deflection or the dynamic vibration and damping behavior may be less defined or at least change in an undesirable manner, which may adversely affect the dynamic vibration and damping behavior and/or previously completed tests or approvals. This may require new tests and/or approvals.

From the DE 20 2015 104 683 U1 A multi-part rail bearing system for continuous support is known. This system features an elastic intermediate layer in the form of a flat, level strip of foamed polyurethane, which ensures the desired dynamic deflection of the rail when the rail vehicle passes over it. In this continuous support system, the rails are supported on a flat concrete slab and cast in concrete.

Some of these rail support systems are not designed for support on concrete sleepers or discrete support points or are not directly suitable for this purpose.

In particular, an improvement in the rail's electrical insulation may be desirable. On the other hand, the defined deflection and damping behavior, especially defined by the elastic intermediate layer, should not be adversely affected.

General description of the invention

The object of the invention is to provide a rail bearing system, in particular for bearing on a rigid base, which combines good dynamic bearing properties, in particular a desired predefined dynamic depression and a desired predefined dynamic vibration and damping behavior with good electrical insulation of the rail.

A further aspect of the task is to improve the electrical insulation of the rail in such a rail bearing system without significantly and undesirably changing the dynamic deflection or the dynamic vibration and damping behavior of the rail, which are predetermined by an elastic intermediate layer that determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it.

A further aspect of the task is to provide a rail bearing system in which an already proven and, if applicable, tested or approved elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, can be retained, and nevertheless the electrical insulation of the rail can be improved, in particular without significantly changing the dynamic deflection or the dynamic vibration and damping behavior of the rail in an undesirable manner.

Another aspect of the task is to provide such a rail storage system that is cost-effective and easy to manufacture, handle and install.

The object of the invention is achieved by the subject matter of the independent claims. Advantageous developments of the invention are defined in the subclaims.

According to one aspect of the invention, a multi-part rail bearing system is provided for the elastic mounting of a rail on a track bed. This system ensures the desired defined dynamic deflection and damping under dynamic loading when a rail vehicle passes over it, while simultaneously exhibiting high electrical insulation capacity of the rail. The rail has a rail foot, a rail head, and a rail web connecting the rail head and the rail foot. A rail chamber is formed between the rail head and the rail foot on each side of the rail web.

The rail bearing system comprises at least one elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, in particular in the form of discrete rail foot bedding pads on the discrete support points, e.g., concrete sleepers, between the rail foot and the track bed to absorb the dynamic forces when a rail vehicle passes over it. The thickness and bedding modulus of the elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, are selected such that the dynamic deflection when a rail vehicle passes over it is essentially absorbed by the elastic intermediate layer. The elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, with a defined thickness and bedding modulus, may have been subject to tests, e.g., simulations or approval procedures, according to which the desired predefined dynamic deflection or the desired predefined dynamic vibration and damping behavior have already been certified. This can ensure a defined dynamic deflection, particularly when the rails are supported on a rigid substrate, e.g., on a concrete base and/or when the rails are encased in concrete, as may be the case with tram tracks, for example. The rails can preferably be supported on the substrate on discrete support points, such as concrete sleepers, although continuous support should not be completely excluded.

The rail support system further comprises at least one electrically insulating sealing film with which at least a part of the rail foot is covered or glued in the manner of an adhesive strip in order to electrically insulate the rail foot.

For this purpose, the electrically insulating sealing film can comprise a layer of a plastically deformable material on its inner side facing the rail, which plastically conforms to the shape and unevenness of the rail. In particular, the plastically deformable material does not significantly impair the dynamic depression when a rail vehicle passes over it and contributes at most to a considerable To a much lesser extent than the elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, it contributes, in particular, only insignificantly to the dynamic deflection when a rail vehicle passes over it. In particular, the electrically insulating sealing film does not adversely affect the dynamic deflection and head deflection, i.e., the vertical and horizontal behavior of the rail when a rail vehicle passes over it.

• i) die definierte dynamische Einsenkung und
• ii) die elektrische Isolation, durch zwei unterschiedliche Schichten aus unterschiedlichen Materialen, nämlich
• i) durch die elastische Zwischenlage, die die dynamische Einsenkung und das dynamische Schwingungs- und Dämpfungsverhalten der Schiene beim Überfahren mit einem Schienenfahrzeug bestimmt und
• ii) durch den elektrisch isolierenden Dichtungsfilm,

im Wesentlichen getrennt voneinander bewirkt. Man könnte auch sagen, dass die Bestandteile zur mechanischen Entkopplung bei der Schienenlagerung nicht für elektrische Isolationszwecke missbraucht werden. Dies hat den Vorteil, dass beide Funktionen unabhängig voneinander eingestellt bzw. optimiert werden können.In other words, two functions of the rail bearing, namely

• i) the defined dynamic subsidence and
• ii) electrical insulation, by two different layers of different materials, namely
• i) by the elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behaviour of the rail when a rail vehicle passes over it, and
• ii) by the electrically insulating sealing film,

essentially separate from each other. One could also say that the components for mechanical decoupling in the rail bearing are not misused for electrical insulation purposes. This has the advantage that both functions can be adjusted or optimized independently of each other.

The electrically insulating sealing film can preferably comprise, on its inner side facing the rail, a layer of a plastically deformable and/or cold-adhesive material, which conforms plastically and adheres to the shape and unevenness of the rail and seals and electrically insulates the rail with a surface adhesive, particularly in the manner of an adhesive strip with a thick, soft adhesive layer. A cold-adhesive material is understood, in particular, to be a material that is self-adhesive at a normal temperature of 20°C.

Advantageously, the surface of the rail does not require any particularly complex preparation. Sandblasting may be omitted, and the notes may even still have some surface rust.

The electrically insulating sealing film can, in particular, have a two-layer structure. For this purpose, the plastically deformable and/or cold-adhesive material can be applied, in particular as a coating, to the inner side of a plastic carrier film, in particular a polymer carrier film, facing the rail. The plastic carrier film, e.g., a particularly cross-laminated HDPE film, can form the outer side of the electrically insulating sealing film facing away from the rail, so that the electrically insulating sealing film is designed as a cold-adhesive sealing tape. The cold-adhesive sealing tape can therefore have a two-layer structure and consist of the carrier film and the plastic leveling and adhesive layer. The plastic carrier film preferably has a thickness in the range of 30 μm to 500 μm, preferably in the range between 50 μm and 250 μm, in particular 100 μm. According to a preferred embodiment, the plastic carrier film can be a cross-laminated 100 μm HDPE film.

According to a preferred embodiment, the electrically insulating sealing film is designed as a cold-adhesive bitumen sealing strip. In other words, the plastically deformable and/or cold-adhesive material essentially comprises or consists essentially of a sticky thermoplastic hydrocarbon mixture, in particular bitumen.

Preferably, the electrically insulating sealing film or the layer of plastically deformable and/or cold-adhesive material or the bitumen layer has a thickness in the range between 0.5 mm and 5 mm, preferably in the range between 1 mm and 3 mm, preferably 1.5 mm +/- 0.5 mm. The plastic carrier film preferably forms only a thin carrier film and contributes only insignificantly to the thickness of the electrically insulating sealing film. Preferably, the soft plastic behavior of the electrically insulating sealing film is essentially determined by the layer of plastically deformable and/or cold-adhesive material or by the bitumen layer. On the other hand, the plastically deformable layer, e.g., bitumen layer, in particular does not impair, or at least does not significantly impair, the dynamic subsidence of the rail when a rail vehicle passes over it, or preferably does not contribute to this, or at least does not significantly contribute to it. Despite the electrically insulating sealing film, the dynamic subsidence of the rail when a rail vehicle passes over it is at least predominantly absorbed by the elastic intermediate layer, which determines the dynamic subsidence and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it.

The electrically insulating sealing film can be supplied in a practical and cost-effective manner as rolls The material must be available in a suitable width, e.g., and unrolled and/or cut from the roll to adhere the electrically insulating sealing film in long strips along the rail around the rail base. The cold-applied, self-adhesive, electrically insulating sealing film can be easily applied to the rail, e.g., by peeling off a lower release paper while simultaneously unrolling or unrolling it. It will then plastically deform to conform to the profile of the rail. This can be achieved, for example, using a hand roller.

The electrically insulating sealing film preferably consists of webs or strips which have a width in the range between 10 cm and 40 cm, preferably in the range between 25 cm and 36 mm, preferably 33 cm +/- 3 cm and/or a length in the range from 3 m to 50 m, preferably in the range from 5 m to 30 m, preferably 15 m +/- 10 m or +/- 5 m. The electrically insulating sealing film can therefore preferably be glued around the rail in the form of long strips with narrow sides in the transverse direction around the rail foot and optionally into the rail chambers on both sides up to below the rail head, and with its long side lengthwise along the rail, in particular over several meters and/or several grid spacings of the discrete support points or sleepers.

A plurality of such strip-shaped pieces of the electrically insulating sealing film are successively bonded along the length of the rail, preferably overlapping one another at the transverse seams along adjacent strip-shaped pieces, to create a completely closed sealing layer on the rail. In other words, the electrically insulating sealing film is preferably not bonded end-to-end, but rather overlapping one another at the transverse seams, thereby achieving complete coverage and excellent watertightness and electrical insulation properties. This eliminates, for example, gaps between strip-shaped pieces of the electrically insulating sealing film, and the entire surface of the rail foot and, if applicable, the rail chambers is completely and completely bonded, glued, and lined in a waterproof and water-repellent manner. In particular, the rail foot can also be bonded with the electrically insulating sealing film at the rail foot fastening clamps to form a completely closed sealing layer here as well.

The rail can largely be bonded with the electrically insulating sealing film in the factory, with the rail ends optionally left unfinished. At the track construction site, the rail sections are welded together at the joints. Subsequently, gaps in the electrically insulating sealing film at discontinuities, such as the rail welds, can be closed by bonding pieces of the electrically insulating sealing film to the rail on the track construction site and, if necessary, merging them with overlapping seams. Furthermore, any defects in the electrically insulating sealing film are usually clearly visible. Any remaining gaps or defects, e.g., transport damage in the soft, electrically insulating sealing film, can be repaired, especially at the track construction site, with a small piece of the electrically insulating sealing film, a so-called patch. The cold-applied, self-adhesive patch is applied to the gap or defect in a patch-like manner, overlapping the surrounding part of the electrically insulating sealing film and, if necessary, embedding it. Depending on the outside temperature, the pieces of the electrically insulating sealing film or patch can be heated with hot air.

The rail bearing system presented here is therefore, unlike some conventional systems, easy to process, especially at the so-called discontinuities of the rail, and also exhibits high quality there, in particular good tightness and electrical insulation properties.

Furthermore, the electrically insulating sealing film preferably has a closed, in particular essentially smooth, surface on both sides, in other words, it has no deep slits. Due to the plasticity of the cold-applied self-adhesive material, the electrically insulating sealing film conforms well to the rail profile, whose contours sometimes have quite small radii of curvature, e.g., at the outer lateral edges of the rail foot, as well as alternating convexity and concavity. In other words, the entire adhesive bonding of, for example, a rail section several hundred meters long, consisting of a plurality of strips of electrically insulating sealing film overlapping at the transverse seams, forms a patchwork-like, seamless adhesive bonding of the entire rail foot and, if necessary, a patchwork-like, overlapping adhesive lining of at least one, preferably both, rail chambers. The flat, cold-applied self-adhesive sealing film therefore adheres to one another even at the overlapping seams.

In the transverse direction (lateral to the rail), the electrically insulating sealing film extends in the installed state in particular at least from the upper side of the left flank of the rail inner foot to the top of the right flank of the rail foot, preferably completely around the entire rail foot at least from one rail chamber to the opposite other rail chamber and forms a fully adhesive, completely closed, plastically conforming sealing layer along the rail. Transverse to the rail, the strip of electrically insulating sealing film can have the desired width so that no seams are required in the transverse direction. However, several parallel strips of electrically insulating sealing film are preferred, which are glued laterally adjacent to one another lengthwise along the rail, wherein the strips are glued one on top of another lengthwise along the rail with an overlap. In other words, the electrically insulating sealing film is glued with an overlap at the longitudinal seams. For example, the rail can be glued with three parallel strips of electrically insulating sealing film, wherein a lower strip is glued around the rail foot and a left and right strip is glued overlapping at the longitudinal seams to line the left and right rail chambers respectively. Preferably, the lower and left strips and/or the lower and right strips each overlap lengthwise along the rail, preferably on the upper side of the rail foot.

In other words, preferably a few, e.g. three long strips are glued parallel to the rail in the longitudinal direction of the rail. The lower strip can in particular grip around the rail foot on both sides. The left and/or right strips can extend from the top of the left or right flank of the rail foot into the left or right rail chamber down to below the rail head. With three strips extending lengthwise along the rail, two longitudinal seams are created between the respective strips. The longitudinal seams between the strips preferably run on the top of the left and right flank of the rail foot. However, it is also conceivable, within certain limits, to glue the electrically insulating sealing film in fewer or more strips, e.g. one, two, four, or five strips.

In particular, strip-shaped pieces are glued one after the other along the rail with longitudinally overlapping transverse seams and/or, if the electrically insulating sealing film consists of at least two strips along the rail, the strip-shaped pieces are glued one on top of the other at the laterally overlapping longitudinal seams with an overlap.

This may initially appear problematic to a person skilled in the art, as it results in a doubling of the thickness at the overlapping seams, which at first glance may appear highly undesirable. However, this has surprisingly proven to be unproblematic, particularly if the electrically insulating sealing film consists essentially of a soft, plastically deformable material in relation to its thickness. This means that, if necessary, overlapping layers of the electrically insulating sealing film can be slightly squeezed together or worked into each other at the seams. If necessary, a simple hand roller can be used for this purpose, possibly even on site, to work the plastically deformable layers into each other. On the other hand, this has the advantage that excellent tightness and electrical insulation can be achieved due to the flat, adhesive overlap at the seams.

When installed, the electrically insulating sealing film extends at least on one side, preferably on both sides of the rail web, possibly even below the rail head, and adheres tightly to at least one, preferably both, opposite outer surfaces of the rail web. The electrically insulating sealing film lines the rail chamber(s) with adhesive and electrical insulation over the entire surface.

The electrically insulating sealing film may in particular provide resistance to shock loading according to method A of the DIN EN 13969:2004+A1:2006 greater than or equal to 500 mm and/or a resistance to impact loading according to methods A and B of the DIN EN 13969:2004+A1:2006 of greater than or equal to 1000 mm, which has proven to be advantageous in the harsh environment of a rail track and the transport of the taped rail.

The elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, and the electrically insulating sealing film have different rheological properties. The elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, behaves elastically. The electrically insulating sealing film, on the other hand, comprises a plastically deformable material that exhibits viscous behavior and is flowable when the yield point is exceeded. In particular, the plastically deformable material of the electrically insulating sealing film is not compressible, or at least less compressible, than the elastic Intermediate layer that determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it. Preferably, the plastically deformable material of the electrically insulating sealing film is essentially incompressible.

At cold outside temperatures, e.g., below approximately 10°C to 15°C, the electrically insulating sealing film or the plastically deformable material can be heated with hot air, e.g., from a hot air gun, to slightly reduce the viscosity of the plastically deformable material, making it sufficiently soft to allow, for example, the gluing of patches and/or the joining of overlapping seams, and allowing the plastically deformable material to develop a good adhesive effect on the (cold) rail or the already adhered electrically insulating sealing film. For this purpose, it is usually sufficient to simply heat the electrically insulating sealing film with hot air, preferably after unrolling it from the roll. Although the rail can be heated, this is not absolutely necessary, so that the heated electrically insulating sealing film may even develop a good adhesive effect on the cold rail without heating the rail.

The elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, is preferably a layer made of polyurethane, an ethylene-propylene-diene rubber, in particular EPDM, or a vulcanized rubber. When using a polyurethane layer or an ethylene-propylene-diene rubber layer, in particular EPDM, a layer made of foamed polyurethane or a foamed ethylene-propylene-diene rubber, in particular EPDM, is preferably used. Accordingly, a layer made of a plastic foam, in particular a polyurethane foam or an ethylene-propylene-diene foam, in particular EPDM foam, or of a vulcanized rubber can be used. The foam can in particular be a closed-cell foam.

Furthermore, the bedding modulus of the elastic intermediate layer, which determines the dynamic depression and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, can preferably be in the range between 0.05 N/mm ³ and 0.5 N/mm ³ , preferably in the range between 0.1 N/mm ³ and 0.3 N/mm ³ , preferably 0.14 N/mm ³ +/- 0.5 N/mm ^3. Further, the depression of the elastic intermediate layer, which determines the dynamic depression and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, when a conventional rail vehicle, e.g. a tram, passes over it, can preferably be in the range between 0.5 mm and 3 mm, preferably in the range between 1 mm and 1.5 mm.

Preferably, the thickness of the elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, e.g., a possibly foamed polyurethane intermediate layer, a possibly foamed EPDM intermediate layer, or a vulcanized rubber intermediate layer, can be in the range between 3 mm and 20 mm, preferably in the range between 3 mm and 15 mm, preferably in the range between 5 mm and 12 mm, preferably 10 mm +/-2 mm or +/-1 mm. The electrically insulating sealing film, on the other hand, contributes little or nothing to the dynamic deflection and/or has a smaller thickness.

The track bedding preferably comprises discrete support points, in particular sleepers or concrete sleepers. When installed, the rail is discretely fastened to the support points, e.g., to the (concrete) sleepers, using rail foot clamps, e.g., Vossloh clamps or a Vossloh W-Tram fastening. The term "sleeper" or "concrete sleeper" should not be interpreted too narrowly. A concrete sleeper, for example, can also be designed as a raised portion on a continuous concrete slab for discrete support of the rail and fastening with a rail foot clamp. Depending on the application, ribbed plates, for example, can be used. The rail preferably rests longitudinally on discrete support points, with the interposition of both the elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, and the electrically insulating sealing film bonded around the rail foot. The electrically insulating sealing film and the elastic intermediate layer, which determines the dynamic depression and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, therefore form a sandwich arrangement between the rail foot and the discrete support point or the sleeper, by means of which the rail rests elastically on the discrete support points or the sleepers.

Furthermore, the rail, or more precisely the rail foot, is clamped in the installed state with the rail foot fastening clamps, e.g. on the sleepers. This means that the rail foot fastening Clamps preferably clamp the rail foot, which is covered or bonded with the electrically insulating sealing film, firmly onto the discrete support points or the sleepers. The electrically insulating sealing film extends on the upper side of the rail foot beneath the rail foot fastening clamps and/or on the underside of the rail foot in the area of the rail foot fastening clamps between the rail foot and the discrete support point or the sleeper, more precisely between the rail foot and the elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it. The electrically insulating sealing film is plastically deformed and squeezed in the area of the rail foot fastening clamps on the upper side and/or underside of the rail foot by means of the tension force of the rail foot fastening clamps.

The rail support system can further comprise an encapsulation made of elastic molded bodies that encapsulates the rail covered with the electrically insulating sealing film, particularly on the underside and on both lateral sides. The encapsulation or the elastic molded bodies are considerably thicker than the thin electrically insulating sealing film.

The molded bodies can, for example, contain an elastic rail foot profile in the form of rail foot profile pieces which, when installed, encompass the rail foot covered or glued with the electrically insulating sealing film.

Further preferably, the elastic rail foot profile pieces, when installed, extend along the rail only between adjacent discrete support points or sleepers. In other words, when installed, the rail foot profile pieces do not extend longitudinally beyond the sleeper, or above or below the elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over them, so that the defined dynamic deflection is not disturbed by the elastic rail foot profile.

The rail foot profile therefore does not extend between the rail foot wrapped with the electrically insulating sealing film and the discrete support point or sleeper. Instead, only the elastic intermediate layer is located there, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it. The material of the elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, is preferably softer and/or has a lower density than the material of the elastic rail foot profile pieces.

According to a preferred embodiment, the elastic rail foot profile pieces can be formed transversely in two parts, consisting of two rail foot profile halves. The two rail foot profile halves can be plugged transversely to the rail onto the rail foot coated or bonded with the electrically insulating sealing film, once the rail is already attached to the discrete support points or sleepers. In the assembled state, the two rail foot profile halves can abut each other beneath the rail foot in order to completely encompass the underside of the rail foot with the two rail foot profile halves.

Further preferably, the encapsulation can contain further elastic molded bodies in the form of, for example, rod-like elastic rail chamber filler elements. If the rail web and/or the underside of the rail head are bonded with the electrically insulating sealing film, such that at least one or both rail chambers are at least partially lined with the electrically insulating sealing film, the rail chamber filler elements can at least partially fill at least one or both of the rail chambers lined with the electrically insulating sealing film and, for example, fill the space up to the adjacent concrete or asphalt surface or form the boundary for a grass track. Preferably, the rail chamber filler elements rest at least at certain points on the outer side of the electrically insulating sealing film facing away from the rail web.

The elastic rail chamber filler elements can also be formed vertically in two parts, with upper and lower rail chamber filler elements. When installed, the lower rail chamber filler elements can extend along the rail only between adjacent discrete support points or sleepers, thus essentially not filling the rail chamber in the area of the sleeper. The upper rail chamber filler elements, on the other hand, can extend along the rail over one or more discrete support points or sleepers and over several of the lower rail chamber filler elements when installed.

If appropriate, the lower rail chamber filling elements can be manufactured integrally with the rail foot profile pieces.

The elastic molded bodies or the elastic rail foot profile pieces and/or the elastic rail chamber filling elements are preferably made of a rubber-elastic material or of a rubber material, in particular of styrene-butadiene rubber, in particular of bound rubber granulate.

The elastic molded bodies or the elastic rail foot profile pieces and/or the elastic rail chamber filling elements are preferably made of polyurethane-bonded rubber granulate, preferably (polyurethane-)bonded styrene-butadiene rubber granulate, preferably (polyurethane-)bonded granulated rubber recyclate, e.g., (polyurethane-)bonded styrene-butadiene rubber recyclate (SBR), e.g., from old tires. The elastic molded bodies can alternatively be made of vulcanized rubber.

In other words, the (rubber)elastic molded bodies, e.g., the (rubber)elastic rail foot profile pieces and the (rubber)elastic rod-shaped rail chamber filler elements, form a (rubber)elastic encapsulation of the rail covered with the electrically insulating sealing film. The rubber-elastic encapsulation is interrupted at least at the discrete support points or sleepers on the underside. There, the rail is supported by the elastic intermediate layer, which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it.

According to one aspect of the invention, a rail support system for a rail is provided, in particular with the features described above, wherein the rail is at least partially, in particular at least the rail foot, bonded with an electrically insulating sealing film, and wherein the electrically insulating sealing film comprises a cold-adhesive bitumen layer and/or a cold-adhesive plastic material layer applied to a plastic carrier layer, i.e., a plastic adhesive, sealing, and insulating layer, by means of which the electrically insulating sealing film is bonded around parts of the rail, conforming to the rail contour. The rail bonded with the electrically insulating sealing film can then be encapsulated with the rubber-elastic molded bodies, wherein the rubber-elastic encapsulation fills the rail chambers and encloses the rail foot bonded with the electrically insulating sealing film between the discrete support points or sleepers. The encapsulated rail, preferably supported by an elastic intermediate layer on discrete support points or sleepers, can then be cast in concrete, particularly up to the rail head.

The invention also relates to a rail track on a particularly rigid track superstructure with two rails supported by means of the rail support system described herein.

• Bereitstellen zweier Schienen, welche einen Schienenfuß, einen Schienenkopf und einen den Schienenkopf und den Schienenfuß miteinander verbindenden Schienensteg aufweisen, wobei zwischen dem Schienenkopf und dem Schienenfuß beidseits des Schienenstegs jeweils eine Schienenkammer gebildet wird,
• Umkleben zumindest der Schienenfüße mit einem elektrisch isolierenden Dichtungsfilm durchgängig geschlossen längs entlang der Schienen,
• Bereitstellen von diskreten Auflagepunkten oder Schwellen auf einer insbesondere starren Gleisbettung,
• Aufbringen einer elastischen Zwischenlage, die die dynamische Einsenkung und das dynamische Schwingungs- und Dämpfungsverhalten der Schiene beim Überfahren mit einem Schienenfahrzeug bestimmt, in Form von einzelnen diskreten Schienenfußbettungspads auf den diskreten Auflagepunkten bzw. auf den Schwellen, vorzugsweise nur auf den diskreten Auflagepunkten bzw. den Schwellen,
• Auflegen der mit dem elektrisch isolierenden Dichtungsfilm umklebten Schienen auf die Schienenfußbettungspads auf den diskreten Auflagepunkten bzw. den Schwellen, wobei der elektrisch isolierende Dichtungsfilm auf den Schienenfußbettungspads zu liegen kommt,
• ggf. Verschweißen der Schienen an den Schienenstößen,
• ggf. Ausbessern von Fehlstellen in dem elektrisch isolierenden Dichtungsfilm mit Patches aus dem elektrisch isolierenden Dichtungsfilm und/oder Schließen von Lücken des elektrisch isolierenden Dichtungsfilms an Schweißnähten der Schiene mit Stücken aus dem elektrisch isolierenden Dichtungsfilm auf der Baustelle,
• Befestigen der Schienen auf den diskreten Auflagepunkten bzw. den Schwellen mittels Schienenfußbefestigungsklemmen, wobei der elektrisch isolierende Dichtungsfilm zwischen den Schienenfußbefestigungsklemmen und dem Schienenfuß und/oder zwischen dem Schienenfuß und dem jeweiligen Schienenfußbettungspad lokal eingequetscht und dabei plastisch verformt wird,
• ggf. Einkapseln der mit dem elektrisch isolierenden Dichtungsfilm umklebten Schienen mit elastischen Formkörpern entlang der Schienen, ggf. umfassend beidseits Ummanteln des mit dem elektrisch isolierenden Dichtungsfilm umklebten Schienenfußes mit Schienenfußprofilstücken entlang der Schienen jeweils zwischen den diskreten Auflagepunkten bzw. den Schwellen, und/oder Einsetzen von Schienenkammerfüllelementen entlang der Schienen in eine oder beide der mit dem elektrisch isolierenden Dichtungsfilm ausgeklebten Schienenkammer bzw. Schienenkammern,
• ggf. Einbetonieren der so umklebten, elastisch gelagerten und mit den elastischen Formkörpern eingekapselten Schienen.

The invention also relates to a method for constructing a multi-part rail support system, or an elastically supported and electrically insulated rail track, in particular with the features described above, with the following method steps, in particular at least partly in the following order:

• Providing two rails which have a rail foot, a rail head and a rail web connecting the rail head and the rail foot, wherein a rail chamber is formed between the rail head and the rail foot on both sides of the rail web,
• Covering at least the rail feet with an electrically insulating sealing film, continuously closed along the length of the rails,
• Providing discrete support points or sleepers on a particularly rigid track bed,
• Application of an elastic intermediate layer, which determines the dynamic depression and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, in the form of individual discrete rail footbed pads on the discrete support points or on the sleepers, preferably only on the discrete support points or the sleepers,
• Placing the rails covered with the electrically insulating sealing film onto the rail footbed pads on the discrete support points or the sleepers, whereby the electrically insulating sealing film lies on the rail footbed pads,
• if necessary, welding the rails at the rail joints,
• If necessary, repairing defects in the electrically insulating sealing film with patches of the electrically insulating sealing film and/or closing gaps in the electrically insulating sealing film at the weld seams of the rail with pieces of the electrically insulating sealing film on the construction site,
• Fastening the rails to the discrete support points or the sleepers using slides rail foot fastening clamps, whereby the electrically insulating sealing film between the rail foot fastening clamps and the rail foot and/or between the rail foot and the respective rail foot bedding pad is locally squeezed and plastically deformed,
• if necessary, encapsulating the rails covered with the electrically insulating sealing film with elastic molded bodies along the rails, if necessary comprising covering the rail foot covered with the electrically insulating sealing film on both sides with rail foot profile pieces along the rails between the discrete support points or the sleepers, and/or inserting rail chamber filling elements along the rails into one or both of the rail chambers covered with the electrically insulating sealing film,
• If necessary, the rails that are bonded, elastically supported and encapsulated with the elastic moldings are cast in concrete.

In the following, the invention is explained in more detail using exemplary embodiments and with reference to the figures, wherein identical and similar elements are partly provided with the same reference numerals and the features of different exemplary embodiments can be combined with one another.

Short description of the characters

• 1 eine Seitenansicht einer elastisch gelagerten Schiene gemäß einem Ausführungsbeispiel der Erfindung,
• 2 eine Draufsicht von oben auf die elastisch gelagerte Schiene aus 1,
• 3 eine teilweise explosionsartige dreidimensionale Darstellung der elastisch gelagerten Schiene aus 1,
• 4 einen Querschnitt durch die elastisch gelagerte Schiene zwischen den Schwellen entlang der Linie A-A in 1,
• 5 eine Ansicht der elastisch gelagerten Schiene im Bereich einer Schwelle,
• 6 wie 5 in teilweise transparenter Darstellung,
• 7 eine dreidimensionale Darstellung der elastisch gelagerten Schiene an der Schwelle von schräg oben,
• 8 eine dreidimensionale Darstellung der elastisch gelagerten Schiene an der Schwelle von schräg unten,
• 9 eine schematische Schnittdarstellung des elektrisch isolierenden Dichtungsfilms,
• 10 eine dreidimensionale Ansicht eines Schienengleises gemäß einem Ausführungsbeispiel während des Aufbaus nach dem Befestigen der mit dem elektrisch isolierenden Dichtungsfilm umklebten Schienen vor dem Einsetzen der Schienenfußprofilstücke und der Schienenkammerfüllelemente.

They show:

• 1 a side view of an elastically mounted rail according to an embodiment of the invention,
• 2 a top view of the elastically mounted rail from 1 ,
• 3 a partially exploded three-dimensional representation of the elastically mounted rail made of 1 ,
• 4 a cross-section through the elastically mounted rail between the sleepers along the line AA in 1 ,
• 5 a view of the elastically mounted rail in the area of a sleeper,
• 6 How 5 in partially transparent representation,
• 7 a three-dimensional representation of the elastically mounted rail on the sleeper from an angle above,
• 8 a three-dimensional representation of the elastically mounted rail on the sleeper from below,
• 9 a schematic sectional view of the electrically insulating sealing film,
• 10 a three-dimensional view of a rail track according to an embodiment during construction after fastening the rails covered with the electrically insulating sealing film before inserting the rail foot profile pieces and the rail chamber filling elements.

Detailed description of the invention

Referring to 4-9 The rail 10, in this example a tram rail in the form of a grooved rail, consists of a horizontal rail base 12, from which a rail web 14 extends vertically upwards in the middle, and a rail head 16 adjoining the upper end of the rail web. The rail base 12 has a left half or flank 12a and a right half or flank 12b, which extend transversely away from the rail web 14 in opposite directions. The rail head 16 has a groove 18 for receiving the wheel rim of the rail vehicle (not shown). The left and right rail chambers 22a, 22b are delimited at the bottom by the upper side 24 of the rail base 12, and by the upper side 24a, 24b of the left and right flanks 12a, 12b of the rail base 12, respectively. On the inside, the left and right rail chambers 22a, 22b are defined by the rail web 14 and by the two side surfaces 14a, 14b of the rail web 14, respectively. At the top, the left and right rail chambers 22a, 22b are defined by the underside of the rail head 16 and by the curved left and right undersides 16a, 16b of the rail head 16, respectively.

An electrically insulating sealing film 30 is adhered to a portion of the surface of the rail 10. In the present example, the sealing film 30 is adhered laterally to the surface of the rail 10 from the left underside 16a of the rail head 16 around the rail foot 12 to the right underside 16b of the rail head 16. Thus, in the example, at least a portion of the undersides 16a, 16b of the rail head 16, the left and right side surfaces 14a, 14b of the rail web 14, the upper sides 24a, 24b of the left and right flanks 12a, 12b of the rail foot 12, the left and right side edges 24c, 24d of the rail foot 12, and the underside 12e of the rail foot 12 are completely and seamlessly covered or bonded with the electrically insulating sealing film 30. The electrically insulating sealing film 30 is fully adhesive to the surface chen 14a, 14b, 16a, 16b, 24a, 24b, 24c, 24d and 24e and forms a completely closed sealing layer.

In the example shown, the electrically insulating sealing film 30 consists of a left and right strip 30a, 30b and a lower strip 30c. The left and right strips 30a, 30b essentially line the left and right rail chambers 22a, 22b, respectively. The lower strip 30c is glued to the underside 24e of the rail foot 12 and covers the entire underside 24e of the rail foot. The lower strip 30c is further folded or glued around the side edges 24c, 24d of the rail foot 12 up to the upper sides 24a, 24b of the rail foot 12. On the left upper side 24a of the rail foot 12, the left strip 30a and the lower strip 30c overlap longitudinally along the rail 10, forming a longitudinal seam 32a running along the rail, at which the electrically insulating sealing film 30 overlaps. Similarly, the right strip 30b and the lower strip 30c overlap on the upper side 24b of the rail foot 12, forming a longitudinal seam 32b running along the rail, at which the electrically insulating sealing film 30 overlaps. In other words, the overlapping seams 32a, 32b extend longitudinally along the rail 1, preferably glued one above the other on the upper sides 24a, 24b of the rail foot 12. Thus, the rail 10 is laterally wrapped or glued from the left side to the right side of the rail head 16 with the electrically insulating sealing film, wherein in the present example the wrapping or glueing consists of three longitudinally extending strips 30a, 30b, 30c, which are glued to the rail 10 with an overlap at the corresponding longitudinal seams 32a, 32b in order to achieve a complete sealing of the rail for electrical insulation.

Referring to 9 The electrically insulating sealing film 30 has a two-layer construction. The electrically insulating sealing film 30 consists of a plastic carrier film 31a, e.g., a polymer carrier film, on its outer side facing away from the rail 10, and a considerably thicker adhesive layer made of a plastically deformable, cold-adhesive material, e.g., soft bitumen 31b, on its inner side facing the rail 10. The plastic carrier film 31a can, for example, be a cross-laminated 100 μm HDPE film.

With the soft, cold-applied, self-adhesive bitumen layer 31b applied to the plastic carrier film 31a, the electrically insulating sealing film 30 is fully adhered to the metal surface of the rail 10. The approximately 1.5 mm thick bitumen layer 31b is self-adhesive at a normal temperature of 20°C, plastically deformable, and thick enough to conform to any unevenness in the metallic rail surface during application and installation, compensating for it and enclosing it in the plastically deformable material of the adhesive layer 31b. Therefore, minor unevenness and even surface rust can be compensated for and essentially do not impair, or even excessively impair, the sealing and insulating effect of the electrically insulating sealing film 30.

With reference to the 5-8 The rail 10, which is covered with the electrically insulating sealing film 30, is cushioned and elastically supported on the sleepers 40 by means of the elastic intermediate layer 42. The sleeper 40, in this example a biblock sleeper, forms a discrete support point 44 for the rail 10. The elastic intermediate layer 42 determines the dynamic deflection and the dynamic vibration and damping behavior of the rail 10 when the rail vehicle (not shown) passes over it.

The elastic intermediate layer 42 or rail foot bedding intermediate layer can be made, for example, from an approximately 10 mm thick layer of foamed polyurethane. In the example, the rail is discontinuously bedded. With discontinuous rail bedding, the elastic intermediate layer 42 is implemented in the form of a plurality of rail foot bedding pads 42a. With discontinuous rail bedding, the elastic rail foot bedding pads 42a extend only on the sleepers 40 or on the discrete support points 44. In the longitudinal direction of the rail, between the discrete support points 44 or between the sleepers 40, there is preferably no elastic intermediate layer 42 present.

The elastic intermediate layer 42 is arranged directly beneath the rail foot 12 to which the electrically insulating sealing film 30 is adhered, i.e., beneath the sealing film 30 or between the sealing film 30 and the sleeper 40 or the discrete support point 44. In other words, the electrically insulating sealing film 30 and the elastic intermediate layer 42 are sandwiched between the rail foot 12 and the discrete support point 44 or the sleeper 40. The layer sequence is therefore preferably from bottom to top: i) discrete support point 44 or sleeper 40, ii) elastic intermediate layer 42, iii) electrically insulating sealing film 30, and iv) rail foot 12. The elastic intermediate layer 42 is therefore arranged directly between the electrically insulating sealing film 30 and the discrete support point 44 of the sleeper 40.

When the rail vehicle passes over the rail 10, the rail 10 undergoes a defined dynamic depression, which is essentially absorbed exclusively by the elastic intermediate layer 42. The relatively thin and essentially plastic, electrically insulating sealing film 30 does not contribute significantly to the dynamic depression, but essentially serves exclusively to electrically insulate the rail 10.

In other words, the rail foot 12 rests with its underside 24e, which is covered with the electrically insulating sealing film 30, on the elastic intermediate layer 42 and is thus, on the one hand, sealed and electrically insulated by the electrically insulating sealing film 30 and, on the other hand, is supported by the elastic intermediate layer 42 in the sense of an elastic rail bearing, such that the elastic intermediate layer 42 absorbs at least the predominant part of the dynamic depression of the rail 10 when a rail vehicle passes over it and then releases it again.

Referring to 6 The rail foot 12 is clamped to the discrete support point 44 or to the sleeper 40 with rail foot fastening clamps 46. For this purpose, the rail foot fastening clamps 46 are screwed to the discrete support point 44 or to the sleeper 40 with screws 48. In the present example, the rail foot fastening clamps 46 and the screws 48 are covered with cover caps 50 on the sleepers 40, although this may be optional depending on the track design.

The rails 10 are preferably bonded with the electrically insulating sealing film 30 at the factory, leaving a short section (e.g., approximately 25 cm) at both ends of the rails 10 if necessary. The rails 10 bonded with the electrically insulating sealing film 30 are then delivered to the track construction site and installed. During installation, the elastic intermediate layer 42 or the elastic rail foot bedding pads 42a are first placed on the discrete support points 44 or on the sleepers 40. Subsequently, the rails 10 bonded with the electrically insulating sealing film 30 at the factory are placed on the elastic intermediate layer 42 or the elastic rail foot bedding pads 42a. In other words, the rails 10, coated with the electrically insulating sealing film 30, are placed on the sleepers 40 with the elastic intermediate support 42 or the elastic rail foot bedding pads 42a interposed. To create a seamless rail track, adjacent rail sections are welded together at the end joints (not shown).

When the rail foot fastening clamps 46 are tightened at the discrete support points 44 or on the sleepers 40, the electrically insulating sealing film 30 is plastically deformed and squeezed together by the contact force of the rail foot fastening clamps 46 due to the plasticity of the cold self-adhesive layer 31b under the rail foot fastening clamps 46. In other words, the electrically insulating sealing film 30 is plastically deformed and squeezed together between the rail foot fastening clamps 46 and the upper side 24a, 24b of the rail foot 12 and - possibly to a lesser extent - in the area of the rail foot fastening clamp 46 between the underside 24e of the rail foot 12 and the elastic intermediate layer 42 or the elastic rail foot bedding pads 42a. The crushing of the bitumen sheets glued to the rail 10 as electrically insulating sealing film 30 is in 10 indicated by creases 52. Due to the softness and plasticity of the bitumen material 31b on the thin plastic carrier film 31a, further creases 52 may also occur along the rail 10, but these are not harmful.

The strips 30a, 30b, 30c, or the electrically insulating sealing film 30, are glued along the rail 10 in relatively long strips, typically several meters long. At the transverse seams where longitudinally adjacent strips 30a, 30b, 30c of the electrically insulating sealing film 30 adjoin one another, the strips 30a, 30b, 30c are also glued one above the other with an overlap, creating overlapping transverse seams 54 that can be spaced many meters apart. Furthermore, the overlapping transverse seams 54 do not necessarily have to be regularly arranged, but can be arranged at irregular intervals if this is the case during the typically manual application.

Due to the overlapping longitudinal seams 32a, 32b ( 4 ) and the overlapping transverse seams 54 ( 10 ) the entire rail 10, with the exception of parts of the rail head 16, is completely and completely covered with the electrically insulating sealing film 30, so that complete watertightness and good insulation properties are ensured.

The rail 10 is also sufficiently insulated at the rail foot fastening clamps 46 if the rail foot fastening clamps 46 do not damage the plastic carrier film 31a and thus do not establish direct galvanic contact with the rail foot 12. Thus, the rail 10 can also be galvanically insulated from the rails in the area of the rail foot clamps 46, both on the upper side 24a, 24b and on the underside 24e of the rail foot. foot terminals 46 must be decoupled and electrically insulated.

At the overlap seams 32a, 32b, and 54, the two overlapping layers of the electrically insulating sealing film 30 can be slightly blended, if desired, to achieve the most complete bond of the bitumen layer 31b to the metallic rail surface and, if necessary, to slightly reduce the doubled layer thickness. The bonding and processing of the electrically insulating sealing film 30 can be done manually. When bonding the electrically insulating sealing film and blending the overlap seams 32a, 32b, and 54, a hand roller can be used, for example, to roll over the respective areas to slightly roll out the plastically deformable bitumen material 31b. The bonding of the electrically insulating sealing film 30 can therefore involve rolling it on with a (hand) roller. In the same way, creases 52 can also be slightly smoothed, if desired.

The bitumen material 31b is sufficiently tacky and soft, plastically deformable at a normal temperature of 20°C, allowing it to conform to the contours of the rail and be adhered. If the outside temperature is significantly colder, the electrically insulating sealing film 30 can be locally warmed slightly with hot air, for example, a hot air gun, to improve the adhesive effect and/or to improve the interlocking or rolling of the electrically insulating sealing film 30. In any case, the entire rail does not need to be heated.

Should any defects arise during the factory application of the electrically insulating sealing film 30 to the rail 10, or should transport damage in the form of damage to the electrically insulating sealing film 30 occur during transport, these are normally clearly visible on the rail 10. Smaller pieces or patches 56 can then be subsequently glued onto such defects on site. For this purpose, the respective patch 56 can also be slightly heated with hot air if necessary and rolled on and slightly worked in with a hand roller for adhesion, resulting in a watertight, flat bond between the bitumen layer 31b of the patch 56 and the carrier film 31a of the underlying electrically insulating sealing film 30, so that the defects can also be repaired in a watertight manner.

The electrically insulating sealing film can also be bonded to rail 10 on-site at the track construction site at discontinuities, such as rail joint welds. After welding the rails at the joints, the insulation of rail 10 can be completed with the electrically insulating sealing film 30. After laying and installing the rail on the track bed, which is at least partially already covered with the electrically insulating sealing film, the track fitters at the track construction site can close any gaps, e.g., at the rail joint welds. For this purpose, appropriately cut pieces of the electrically insulating sealing film 30 are wrapped around the rail foot 12 on-site at the track construction site and bonded to the rail 10, if necessary with the aid of a hand roller. When sealing the rail joint welds, the corresponding longitudinal seams 32a, 32b and/or transverse seams 54 are also executed with an overlap, which can be performed by the track fitters at the track construction site. In other words, the electrically insulating sealing film 30 at the rail joint welds is completed with pieces of the electrically insulating sealing film 30 with overlap seams 32a, 32b, 54.

For this purpose, it is particularly advantageous if the electrically insulating sealing film 30 is available as a roll and can thus also be delivered to the track construction site, so that the track construction workers on site at the track construction site can unroll the electrically insulating sealing film 30 from the roll, cut pieces from it and glue such pieces onto the rail 10 for repairing, patching and/or completing the closed sealing layer.

It is considered efficient to perform most of the bonding of the rail with the electrically insulating sealing film 30 in the factory and simply complete it at the track construction site after the rail 10 has been mounted on the track bed. However, it should not be ruled out that a large part or all of the bonding of the rail 10 with the electrically insulating sealing film 30 may only be performed at the track construction site. This is also advantageously possible with the electrically insulating sealing film 30 with its plastic adhesive layer 31b. This appears to be fundamentally possible even at colder temperatures; if necessary, the electrically insulating sealing film 30 can be slightly heated piece by piece, e.g., with hot air.

Overall, the use of an electrically insulating sealing film 30, consisting of a plastic carrier film 31a and a plastically deformable cold self-adhesive layer, in particular of bitumen 31b, is therefore very flexible and can be adapted to the situation.

Referring to 1-8 The rail bearing system also includes an encapsulation 61 comprising elastic molded bodies which encapsulate the rail 10 bonded with the electrically insulating sealing film 30 and fill the rail chambers 22a, 22b lined with the electrically insulating sealing film 30.

For encapsulation, a rail foot profile 62 can be inserted between the sleepers 40 around the rail foot 12, e.g., in the form of left and right rail foot profile halves 62a, 62b, which are inserted from the left and right around the rail foot 12 and encompass it. In this example, the rail foot profile pieces 62 or rail foot profile halves 62a, 62b have a length that approximately corresponds to the distance between two adjacent sleepers 40, thus extending exclusively between the sleepers 40 and not over the sleepers 40 ( 3 ). The rail foot profile halves 62a, 62b abut seamlessly at a lower butt seam 63 below the rail foot 12 in order to completely surround the rail foot 12.

Rod-shaped upper rail chamber filler elements 64a, 64b rest on the rail foot profile halves 62a, 62b, which fill the upper part of the respective rail chamber 22a, 22b. In the present example, the rail foot profile 62, or the rail foot profile halves 62a, 62b, fulfill a dual function: to surround the rail foot 12 and to fill the lower part of the rail chamber 22a, 22b. Accordingly, in this example, the rail foot profile halves 62a, 62b also form lower rail chamber filler elements 66a, 66b.

In this example, the upper rail chamber filling elements 64a, 64b are longer than the lower rail chamber filling elements 66a, 66b or the rail foot profile halves 62a, 62b and extend along the rail over two of the rail foot profile halves 62a, 62b and also over one or more sleepers 40. The rail chambers 22a, 22b are thus filled in the area between the sleepers 40 by the upper and lower rail chamber filling elements 64a, 64b, 66a, 66b, and in the area of the sleeper 40 by the cover caps 50 and the upper rail chamber filling elements 64a, 64b lying thereon. Consequently, the upper rail chamber filling elements 64a, 64b to the left and right of the rail 10 form a continuous strand that fills the upper part of the rail chambers 22a, 22b and runs along the rail 10. The lower rail chamber filling elements 66a, 66b fill the lower part of the rail chambers 22a, 22b discontinuously along the rail 10, interrupted by the sleepers 40 and the cover caps 50, respectively.

In the example, the rail foot profile 62 or the rail foot profile halves 62a, 62b have a lower base plate 62c, which extends below the rail foot 12, which is covered with the electrically insulating sealing film 30. The base plate 62c extends exclusively between the sleepers 40 and not onto the sleepers 40, since the rail foot profile 62 is essentially intended only to enclose the rail and fill cavities, but not to contribute to absorbing the dynamic depression of the rail 10 on the sleeper 40. As described above, this function is fulfilled essentially exclusively or at least predominantly by the elastic intermediate layer 42 with its suitably defined bedding modulus.

The rail foot profile halves 62a, 62b, the lower rail chamber filling elements 66a, 66b (regardless of whether they are formed integrally or separately with the base plate 62c) and/or the upper rail chamber filling elements 64a, 64b can therefore be made of a cost-effective, but usually denser and harder material than the elastic intermediate layer 42. These elastic molded bodies 62, 62a, 62b, 64a, 64b, 66a, and/or 66b can be made of a rubber-like material, e.g., bound styrene-butadiene rubber granulate, in particular PU-bound granulated recycled tire material (SBR) or other rubber material, such as vulcanized rubber.

In the present example, the rubber-elastic encapsulation 61 comprises or consists of the rail foot profiles 62 encompassing the rail foot and the rail chamber filling elements 64a, 64b, 66a, 66b.

The upper sides of the upper chamber filling elements 64a, 64b may also have a track structure 68 for driving over with a tire-equipped motor vehicle, for example to enable emergency vehicles to use the track as an escape route.

10 shows the rails 10, which are covered with the electrically insulating sealing film 30, mounted on the sleepers 40 before the application of the encapsulation 61 made of the rubber-elastic molded bodies 62, 62a, 62b, 64a, 64b, 66a, 66b. Subsequently, the rail 10, covered with the electrically insulating sealing film 30, is encapsulated with the rubber-elastic encapsulation 61 or with the rubber-elastic molded bodies 62, 62a, 62b, 64a, 64b, 66a, 66b, for example, PU-bonded SBR molded bodies 62, 62a, 62b, 64a, 64b, 66a, 66b ( 1-8 ). The encapsulation 61 preferably has a substantially rectangular outer cross-section. The track can then be covered with the electrically insulating The rails 10, which are then sealed with a sealing film 30 and thus encapsulated, may be cast with concrete up to the rail head if necessary. The rubber-elastic encapsulation 61 ensures that no concrete reaches the sealed rail 10 during the concrete casting process.

The concrete casting can, if necessary, be carried out in several stages, e.g., at least two stages. For example, in a first partial casting step (so-called "first casting"), the concrete is poured down to the underside of the rubber-elastic encapsulation 61, in the present example, the underside of the base plate 62c. It has been shown that with the rail support system described herein, in the state of the first partial concrete casting down to the underside of the rubber-elastic encapsulation 61, a specific electrical resistance of 1500 ohm km can be achieved. Preferably, the specific electrical resistance in the state of the first partial concrete casting down to the underside of the rubber-elastic encapsulation is at least 100 ohm km, preferably at least 200 ohm km, preferably at least 500 ohm km. The potential upper limit of the specific electrical resistance after first casting can be assumed to be 2000 Ohm·km, 5000 Ohm·km or 10000 Ohm·km.

In a second partial casting step (so-called "second casting"), the encapsulated rails 10 are cast with concrete up to approximately the level of the rail head 16. This represents the final concrete casting state. In the final concrete casting state, a specific electrical resistance of up to greater than or equal to 200 ohm km is expected. Depending on the construction project, however, a lower specific electrical resistance may be sufficient. Preferably, the specific electrical resistance of the rail in the final concrete casting state is greater than or equal to 10 ohm km, preferably greater than or equal to 40 ohm km, preferably greater than or equal to 100 ohm km, preferably greater than or equal to 200 ohm km. As a potential upper limit of the specific electrical resistance in the final concrete casting state, 2000 ohm km, 5000 ohm km or 10000 ohm km can be assumed. The specific electrical resistance of the rail in the final concrete casting state can therefore be in the range of 10 Ohm·km to 2000 Ohm·km (or 5000 Ohm·km 10000 Ohm·km), preferably in the range of 40 Ohm·km to 2000 Ohm·km (or 5000 Ohm·km 10000 Ohm·km), preferably in the range of 100 Ohm·km to 2000 Ohm·km (or 5000 Ohm·km 10000 ohm km), preferably in the range from 100 ohm km to 2000 ohm km (or 5000 ohm km 10000 ohm km).

It will be apparent to those skilled in the art that the embodiments described above are to be understood as examples, and that the invention is not limited to them, but can be varied in many ways without departing from the scope of the claims. Furthermore, it is clear that the features, regardless of whether they are disclosed in the description, the claims, the figures, or otherwise, also individually define essential components of the invention, even if they are described together with other features.

QUOTES CONTAINED IN THE DESCRIPTION

This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 1 518 963 B1 [0003, 0005]
• DE 20 2015 104 683 U1 [0006]

Cited non-patent literature

• DIN EN 13969:2004+A1:2006 [0035]

Claims (27)

A rail support system for elastically supporting a rail (10) on a track bed and for electrically insulating the rail (10). The rail (10) comprises a rail foot (12), a rail head (16), and a rail web (14) connecting the rail head (16) and the rail foot (12). A rail chamber (22a, 22b) is formed between the rail head (16) and the rail foot (12) on either side of the rail web (14). The rail support system comprises at least the following: an elastic intermediate layer (42) that determines the dynamic deflection and the dynamic vibration and damping behavior of the rail (10) when a rail vehicle passes over it, arranged between the rail foot (12) and the track bed, and an electrically insulating sealing film (30) with which at least a portion of the rail foot (12) is coated to electrically insulate it. Rail storage system according to Claim 1 , wherein the electrically insulating sealing film (30) comprises, on its inner side facing the rail (10), a layer (31b) of a plastically deformable material which plastically conforms to the shape and unevenness of the rail (10). Rail bearing system according to one of the preceding claims, wherein the electrically insulating sealing film (30) comprises, on its inner side facing the rail (10), a layer (31b) of a plastically deformable and cold-self-adhesive material which conforms plastically and/or adhesively to the shape and unevenness of the rail (10). Rail storage system according to Claim 2 or 3 , wherein the plastically deformable and/or cold self-adhesive material is applied to an inner side of a plastic carrier film (31a), in particular a polymer carrier film, facing the rail (10). Rail bearing system according to one of the preceding claims, wherein the electrically insulating sealing film (30) is designed as a cold self-adhesive bitumen sealing strip. Rail bearing system according to one of the preceding claims, wherein the electrically insulating sealing film (30) and/or the layer (31b) of the plastically deformable and/or cold self-adhesive material or the bitumen layer has a thickness in the range between 0.5 mm and 5 mm, preferably in the range between 1 mm and 3 mm, preferably of 1.5 mm +/- 0.5 mm. Rail bearing system according to one of the preceding claims, wherein the electrically insulating sealing film (30) is in the form of a roll and can be cut from the roll on site, at least in order to close gaps in the electrically insulating sealing film (30) at weld seams of the rail (10) and/or in order to repair defects, by gluing pieces or patches (56) of the electrically insulating sealing film (30) onto the rail (10) which is already at least partially covered with the electrically insulating sealing film (30) at the track construction site. Rail bearing system according to one of the preceding claims, wherein the electrically insulating sealing film (30) is present in long strips (30a, 30b, 30c) which have a width in the range between 10 cm and 40 cm, preferably in the range between 25 cm and 36 mm, preferably of 33 cm +/- 3 cm and/or a length in the range of 3 m to 50 m, preferably in the range of 5 m to 30 m, preferably of 15 m +/- 10 m or +/- 5 m. A rail support system according to any one of the preceding claims, wherein a plurality of strip-shaped pieces (30a, 30b, 30c) of the electrically insulating sealing film (30) are glued overlapping one another at the seams (32a, 32b) between longitudinally adjacent strip-shaped pieces to create a completely closed sealing layer on the rail (10). Rail support system according to one of the preceding claims, wherein the electrically insulating sealing film (30), in the installed state, extends around the rail foot (12) at least from the upper side (24a) of the left flank (12a) of the rail foot (12) to the upper side (24b) of the right flank (12b) of the rail foot (12) and forms a fully adhesive, completely closed sealing layer along the rail (10) that plastically conforms to the rail foot (12), in particular wherein the electrically insulating sealing film (30), in the installed state, extends completely around the entire rail foot (12) at least from one rail chamber (22a, 22b) to the opposite other rail chamber and forms a fully adhesive, completely closed sealing layer along the rail (10) that plastically conforms to the entire rail foot (12). Rail storage system according to Claim 10 , wherein the electrically insulating sealing film (30) extends in the installed state at least to extends under the rail head (16) and adheres plastically to the two opposite outer surfaces (14a, 14b) of the rail web (14) and lines the rail chambers (22a, 22b) in an electrically insulating manner. Rail bearing system according to one of the preceding claims, wherein the electrically insulating sealing film (30) has a resistance to shock loading according to Method A of DIN EN 13969:2004+A1:2006 of greater than or equal to 500 mm and/or a resistance to shock loading according to Methods A and B of DIN EN 13969:2004+A1:2006 of greater than or equal to 1000 mm. Rail bearing system according to one of the preceding claims, wherein the elastic intermediate layer (42), which determines the dynamic depression and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, has at least one, several or all of the following parameters: the elastic intermediate layer (42), which determines the dynamic depression and the dynamic vibration and damping behavior of the rail (10) when a rail vehicle passes over it, is made of polyurethane, an ethylene-propylene-diene rubber or a vulcanized rubber, in particular of a polyurethane foam, a foamed ethylene-propylene-diene rubber or a vulcanized rubber, the bedding modulus of the elastic intermediate layer (42), which determines the dynamic depression and the dynamic vibration and damping behavior of the rail (10) when a rail vehicle passes over it, is in the range between 0.05 N/mm ³ and 0.5 N/mm ³ , preferably in the range between 0.1 N/mm ³ and 0.3 N/mm ³ , preferably 0.14 N/mm ³ +/-0.5 N/mm ³ , the dynamic depression of the elastic intermediate layer (42), which determines the dynamic depression and the dynamic vibration and damping behavior of the rail (10) when a rail vehicle passes over it, is in the range between 0.5 mm and 3 mm, preferably in the range between 1 mm and 1.5 mm, the thickness of the elastic intermediate layer (42), which determines the dynamic depression and the dynamic vibration and damping behavior of the rail (10) when a rail vehicle passes over it, is in the range between 3 mm and 20 mm, preferably in the range between 3 mm and 15 mm, preferably in the range between 5 mm and 12 mm, preferably 10 mm +/-2 mm or +/-1 mm. Rail bearing system according to one of the preceding claims, wherein the track bedding comprises discrete support points (44) or sleepers (40) and, in the installed state, the rail (10) is fastened to the discrete support points (44) or sleepers (40), and the elastic intermediate layer (42), which determines the dynamic depression and the dynamic vibration and damping behavior of the rail (10) when a rail vehicle passes over it, is arranged between the electrically insulating sealing film (30) and the discrete support point (44) or sleeper (40), so that the electrically insulating sealing film (30) and the elastic intermediate layer (42), which determines the dynamic depression and the dynamic vibration and damping behavior of the rail (10) when a rail vehicle passes over it, form a sandwich arrangement between the rail foot (12) and the discrete support point (44) or sleeper (40), by means of which the rail (10) is elastically supported on the discrete support points (44) or sleepers (40). rests on. Rail support system according to one of the preceding claims, wherein the track bedding comprises discrete support points (44) or sleepers (40) and, in the installed state, the rail (10) is fastened to the discrete support points (44) or sleepers (40) by means of rail foot fastening clamps (46), and the rail foot fastening clamps (46) clamp the rail foot (12) bonded with the electrically insulating sealing film (30) onto the discrete support points (44) or sleepers (40), wherein the electrically insulating sealing film (30) extends under the rail foot fastening clamps (46) and/or in the region of the rail foot fastening clamps (46) between the rail foot (12) and the discrete support points (44) or sleepers (40), and the electrically insulating sealing film (30) is secured there to the upper side (24a, 24b) and/or to the underside (24e) of the rail foot (12) by means of the clamping force of the rail foot fastening clamps (46). Rail bearing system according to one of the preceding claims, comprising an encapsulation (61) of the rail (10) glued with the electrically insulating sealing film (30) made of elastic molded bodies (62, 62a, 62b, 64a, 64b, 66a, 66b). Rail storage system according to Claim 16 , wherein the elastic molded bodies contain elastic rail foot profile pieces (62) which, in the installed state, encompass the rail foot (12) bonded with the electrically insulating sealing film (30). Rail storage system according to Claim 17 , whereby the elastic rail foot profile pieces corner (62) in the installed state along the rail (10) only extend between adjacent discrete support points (44) or sleepers (40). Rail storage system according to Claim 17 or 18 , wherein the elastic rail foot profile pieces (62) are formed transversely in two parts from two rail foot profile halves (62a, 62b) and the two rail foot profile halves (62a, 62b) can be plugged transversely to the rail (10) onto the rail foot (12) which is covered with the electrically insulating sealing film (30) when the rail (10) is fastened to the discrete support points (44) or sleepers (40) and wherein the two rail foot profile halves (62a, 62b) abut one another under the rail foot (12) in the assembled state in order to completely encompass the underside of the rail foot (12) with the two rail foot profile halves (62a, 62b). Rail bearing system according to one of the Claims 16 - 19 , wherein the rail web (14) and/or an underside (16a, 16b) of the rail head (16) are bonded with the electrically insulating sealing film (30) in such a way that at least one or both rail chambers (22a, 22b) are lined with the electrically insulating sealing film (30), and wherein the elastic molded bodies contain elastic rail chamber filling elements (64a, 64b, 66a, 66b) which at least partially fill at least one or both rail chambers (22a, 22b) lined with the electrically insulating sealing film (30). Rail storage system according to Claim 20 , wherein the elastic rail chamber filling elements (64a, 64b, 66a, 66b) are formed vertically in two parts with an upper (64a, 64b) and a lower (66a, 66b) elastic rail chamber filling element and the lower elastic rail chamber filling elements (66a, 66b) extend in the installed state along the rail (10) only between adjacent discrete support points (44) or sleepers (40) and/or the upper elastic rail chamber filling elements (64a, 64b) extend in the installed state along the rail (10) over one or more discrete support points (44) or sleepers (40) and over several of the lower elastic rail chamber filling elements (66a, 66b). Rail storage system according to Claim 21 , wherein the lower elastic rail chamber filling elements (66a, 66b) are manufactured integrally with the elastic rail foot profile pieces (62). Rail bearing system according to one of the Claims 17 - 22 , wherein the elastic rail foot profile pieces (62) and/or the elastic rail chamber filling elements (64a, 64b, 66a, 66b) are made of a rubber material, in particular styrene-butadiene rubber, in particular of bound rubber granulate. Rail bearing system according to one of the Claims 17 - 23 , wherein the elastic rail foot profile pieces (62) and/or the elastic rail chamber filling elements (64a, 64b, 66a, 66b) are made of polyurethane-bonded rubber granulate, preferably polyurethane-bonded styrene-butadiene rubber granulate, preferably polyurethane-bonded granulated rubber recyclate. Rail bearing system according to one of the Claims 16 - 24 , wherein the rail (10) with the encapsulation (61) is cast in concrete up to the rail head (16) in a final concrete casting state and the specific electrical resistance in the final concrete casting state is greater than or equal to 10 Ohm·km, preferably greater than or equal to 40 Ohm·km, preferably greater than or equal to 100 Ohm·km, preferably greater than or equal to 200 Ohm·km. Rail bearing system for a rail (10), in particular according to one of the preceding claims, wherein the rail (10) has a rail foot (12), a rail head (16) and a rail web (14) connecting the rail head and the rail foot to one another, wherein a rail chamber (22a, 22b) is formed between the rail head and the rail foot on both sides of the rail web, wherein the rail (10) is at least partially bonded with an electrically insulating sealing film (30), and wherein the electrically insulating sealing film (30) comprises a cold self-adhesive bitumen layer (31b) and/or a cold self-adhesive plastic material layer (31b) applied to a plastic carrier layer (31a), by means of which the electrically insulating sealing film (30) is bonded in a conforming manner around parts of the rail (10), wherein the rail (10) bonded with the electrically insulating sealing film (30) is preferably provided with an encapsulation (61) is encapsulated from elastic molded bodies (62, 62a, 62b, 64a, 64b, 66a, 66b) and the rail (10) encapsulated in this way is preferably cast in concrete. Method for constructing a multi-part rail support system, in particular according to one of the preceding claims, with the following method steps: Providing a rail (10) which has a rail foot (12), a rail head (16) and a rail web (14) connecting the rail head (16) and the rail foot (12), wherein between the rail head (16) and the rail foot (12) on both sides of the rail web (14) a rail chamber (22a, 22b) is formed, at least the rail foot (12) is bonded with an electrically insulating sealing film (30) continuously along the rail (10), application of an elastic intermediate layer (42), which determines the dynamic depression and the dynamic vibration and damping behavior of the rail (10) when a rail vehicle passes over it, in the form of rail foot bedding pads (42a) on discrete support points (44) or sleepers (40), laying the rail foot (12) bonded with the electrically insulating sealing film (30) onto the rail foot bedding pads (42a), if necessary welding the rails (10) at rail joints, if necessary repairing defects in the electrically insulating sealing film with patches (56) made of the electrically insulating sealing film (30) and/or closing gaps in the electrically insulating sealing film (30) at the weld seams of the rail (10) with pieces of the electrically insulating sealing film on the track construction site, fastening the rail (10) to the discrete support points (44) or sleepers (40) by means of rail foot fastening clamps (46), wherein the electrically insulating sealing film (30) is squeezed between the rail foot fastening clamps (46) and the rail foot (12) and/or between the rail foot (12) and the respective rail foot bedding pad (42a), if necessary encapsulating (61) the rail (10) bonded with the electrically insulating sealing film (30) with elastic molded bodies (62, 62a, 62b, 64a, 64b, 66a, 66b) along the rail (10), if necessary encapsulating the encapsulated rail (10) in concrete.