HU205402B - Permanent way advantageously loose gravelly permanent way for railroad vehicles and method for establishing the permanent way - Google Patents

Description

BACKGROUND OF THE INVENTION The present invention relates to a superstructure, preferably to a loose gravel superstructure suitable for rail-bound vehicles.

When driving with rail vehicles, whether passenger or freight, high performance or the amount of energy or space required per transport unit are of particular importance. Direct emissions during transport are particularly low as most of the energy converters are powered by electrical machines, for example, with electricity generated by hydraulic power plants or thermal power plants, which are provided everywhere with filters to filter out the harmful substances produced. Emissions from road traffic, mainly rail-based traffic, have now been reduced to a minimum, but there has been another emission, namely sound emissions, which is of increasing importance. Originally, traffic on rail-bound road sections was so low that the noise emitted did not pose a serious problem, even along residential areas, but nowadays the level of noise along rail-bound vehicles is increasing and is slowly rising to an unacceptable level.

In the case of rail-bound road traffic, the sound emission is due to various reasons. On the one hand, the sound emitted by the direct rolling material occurs, especially when accelerating, decelerating, or driving in corners. Measures aimed at reducing such noise effects by reducing the sound emission of the wheels, using appropriate braking and lubrication equipment, such as in sharp bends.

The sound effects at the impact points of the rails can be reduced by providing a suitable superstructure, for example by allowing the connecting rail sections to be welded together. For rail-bound vehicles, the occurrence of periodic noise emissions in the lower frequency range can also be reduced relatively well. In rail-bound transport, the superstructure senses and receives the sound of the mass of the vehicle in question and, by virtue of dynamic stress, creates a sound effect itself. Such a superstructure, and in particular a loose superstructure, must have a certain degree of agility, which occurs under dynamic stress. However, due to dynamic stress, the superstructure itself generates some kind of sound emission. The sound effects of the superstructure itself can be reduced by a suitable sound-absorbing construction, such as that described in DE 35 27 829. A patent, wherein a layer of minerals, preferably mineral fibers, is applied to a loose superstructure, followed by the application of a second layer of mineral particles such as gravel, gravel, crushed stone or even slag. This makes it harder for the sound to propagate from the solid base to the air, thus essentially achieving a lower emission value. However, the noise emission caused by the rails themselves is significant, especially because rails are known to have very good conductivity. In addition to the sound guiding, because the rails are fixed to the substrate at a given distance and to the subsoil, a sound with a frequency depending on these recording distances is also generated, since the rail is capable of substantially free oscillatory movement between the anchorages. Attempts have also been made to reduce the sound produced by the rails, for example in DE 36 31 492. also described in the patent, which is formed by supporting the arrangement on both sides of the rail ridge, which is formed as an element which is made of silicone rubber and contains sound absorbing material made of pure lead. This whole arrangement is then held in place by rail nails attached to the sleeper spring. This type of arrangement allows for a relatively narrow range of sound emissions to be reduced, but the construction itself is extremely expensive, reduces the operational safety of the entire vehicle, and is not very applicable over long distances due to the high costs involved.

It is an object of the present invention to provide a superstructure which has a low sound emission but is of simple construction, can be applied over long sections, is easy to install and can be implemented at a relatively low cost.

DE 36 31 492 discloses the present invention. We have started from the prior art, whereby a superstructure which is releasably coupled to the bracket is used along the rails of the rails, preferably VIGNOL rails, at least two rails on the superstructure itself, preferably up to the rail head, and preferably there is a silencer arrangement extending to the rail.

The structure of the present invention consists in the fact that the sound-absorbing arrangement is made up of a plurality of portions of the cover layer which adhere to the rail and cover the rail and the rail ridge substantially completely, the cover layers being optionally, they also contain fibrous material such as glass fiber. By having the silencer arrangement layered and these layers adhering to the rail, a very simple connection is made between the silencer arrangement and the rails, this connection being well maintained, unlike the solutions where the rails silencer arrangements are screwed or otherwise connected. By substantially covering the rail ridge and rail foot with the silencer arrangement, the sound emission from these elements can be significantly reduced. If the cover layer itself is composed of particles bound together by a binder or adhesive, the sound conductivity can be further reduced because the particles and the binder conduct the sound in different ways and thus have different interfaces of reflection of the sound waves, thus transmitting the sound to the air the audible sound effect can thus be significantly reduced.

HU 205 402 Β

If the cross-section of the lamination is parallelogram perpendicular to the longitudinal direction of the rail, i.e., its two sides are in contact with the rail ridge and the rail foot, then the covering layer to be applied is simple and can be easily produced. If the lamination and cover layer are formed between two rails so as to extend from the inside of the railhead of one rail to the inner side of the railhead of the other rail, both the rail and the support have an effective damping effect, at the same time, the overall weight of the cover layer is increased, and even at high train speeds it lays securely on the supports.

If the cover layer is also located on the outside of the rails and is substantially extending to the railhead, optionally up to the rail surface, the sound emitted from the railhead can be kept particularly low.

This effect can be further enhanced by covering the rail head itself at least partially with the inner side of the rail.

If the cover layer, preferably at least in its inner part, has a retaining net, it is easier on the one hand to carry out the overlay and the layering itself, and on the other hand the necessary disassembly is simpler since the retaining net is integrated into the overlay and can be removed.

If the cover layer is provided with through holes or grooves in the area of the releasable track fasteners, e.g.

If the particles in each of the elements or layers of the cover layer are at least partly made of rubber having a SHORE hardness, this is to be understood as SHORE A, 60-90, preferably 75-85, for a particularly favorable sound attenuation , such as old tires, which are extremely numerous, can be usefully used. If the layering includes gravel, crushed stone, crushed stone, the weight of the sound attenuation layer increases and particularly favorable sound attenuation is achieved. This solution can advantageously be used where there is a large amount of this type of gravel or crushed stone that needs to be installed somewhere.

If the binder also contains organic elements, such as elastic or plastic materials, bonding between the particles on the one hand and the particles on the other hand provides good sound attenuation, since such materials generally absorb sound energy very well.

If there are through-poles in the layer, it can be well ensured that any moisture or water on the surface is removed.

When the binder is an inorganic binder such as cement, preferably Portland cement, a very good UV-resistant bond is obtained which has good adhesion to various inorganic materials. If the cover layer itself is formed from pre-made profile-shaped elements or sheets, rapid assembly is easy, which has the advantage of only holding up traffic for a short period of time in the area where the assembly is performed.

The invention further relates to a method for producing a superstructure comprising the aforesaid sound attenuation arrangement, wherein the superstructure is connected to the rails by means of a support, and the method comprises providing the rails with a jet of liquid, preferably water, at least 400 bar. , wash, and then apply a cover that adheres to the rails. In this way, the cover layer can be applied in a simple manner along a relatively long section, and even the whole can be mechanized.

If, after washing the rails with the liquid jet, an additional adhesive or binder, preferably an adhesive or binder, is applied to the rail, the application of the laminate can be carried out without high pressure, since the bond between the overlay and the rail is quickly formed.

If the cover layer is shaped along the rail, the cover layer can be applied continuously and in the simplest way possible.

By providing a hollow block, preferably a hollow cylinder, over the soluble rail fasteners, which extends to the topmost layer of the cover layer, mounting and adjusting of the rail fasteners can be performed in a particularly simple manner while the sound emission is axial.

The invention will now be described in more detail by way of exemplary embodiments in the accompanying drawings and by way of example. The

Figure 1 is a cross-sectional view of a body according to the invention.

Figure 2 is a more detailed sectional view of Figure 1, a

Figure 3 shows a cross-section of a rail with a profiled silencer arrangement thereon.

The figures thus show a rail (1) which is releasably coupled to a rail (2) formed by a support (2), for example a concrete slab. The support element (2) itself is located on a concrete trough (4) in the form of a trough, with an elastic support (5) between the support element (2) and the washer (4). The washer (4) rests on the substructure (6) itself, which may also be made of concrete. The substructure (6) is on a natural or rocky ground (7). Between the rails (1) there is a covering layer (8) between the rails, which also covers the rail ridge (9) and the rail foot (10). The covering layer (8) is formed up to the rail head (11). On the outside of the rails (1) approx. a triangular casing having one jaw (9) and one jaw (10). The covering layer (12) on the outside of the rails (1) extends to the tread (13) of the rails (1).

As can be clearly seen in Fig. 2, the rail (1) lies on a first resilient plate (14) which is then placed on a grooved plate (15) which is grooved (15).

EN 205402 Β the plate is connected via a second flexible plate (16) to a steel plate (17) which then rests on the washer (4). The rails (1) are releasably connected to the support (2) by means of rail angles (3) and support plates (18). The cover layer (12) and (19), which are located on either side of the rails (1), are triangular in cross-section. The cover layer (12) is provided with a mesh (20) on the outside, and the cover layer (21) between the rails (1) also has a mesh (22). The net (22) may be placed directly inside the cover layer (21).

The various cover layers, as is clearly seen in the section, consist of particles (23) which are bonded to each other (24). A film of adhesive material is applied to the rail (1).

As previously mentioned, the overlays are applied by cleaning the existing superstructure, which is located on the rails, with a jet of water, and then applying an adhesive layer, followed by a mixture of particles (23) and binder (24). they are placed directly in the appropriate places and a cover of the desired shape is created along the rails. In the case of prefabricated profiles (27), the cover layer is positioned as shown in Figure 3, in which case the propyl (27) preferably has a parallelogram cross-section that is not touched by the tongue and does not obstruct the underlay.

In order to provide access to the soluble rail fastening elements, such as the rail nails (3), a hollow cylinder (26) can be formed in the wine-making layer (26) and, in the case of a profiled element, cutouts can be made there.

The invention will now be further illustrated by means of some examples.

Example 1

570 kg of rubber granules having a SHORE hardness of 80 and a particle size of 4-8 mm with 18 kg of polyurethane binder sold by Shell under the name RESICAST CH 40. The rails were cleaned with a water jet of 1000 bar and binder was applied to the rails except the head. Next, the cover layer is applied to the rails (1) and the support (2) according to the embodiment shown in Fig. 1.

Example 2

In the same manner as in Example 1, mineral chips having a particle size of 1-4 mm were used instead of rubber granules.

Example 3

In the same manner as in Example 1, 140 kg of dispersion acrylic resin, marketed as Chemco 646, were used as binder, and 100 kg of Portland cement was also used.

Example 4

The mineral additive had a particle size of 2-8 mm and the binder used was 100 kg of artificial dispersion styrene butadiene, marketed as Chemco 605, and 100 kg of cement.

5-8. 1-4. A mixture of examples was used and the rails were covered as shown in FIG

The table below refers to the measured values of the sound emission, where the "rail column" is a rail 1.2 m long, struck with a plastic hammer of the same force, while the rail of Example 9 has no cover. not applied. The example shows how the sound emission in dB has decreased significantly The "rail and bracket" column also shows the sound emission in dB where the test section was 200 m long and the speed of the passing locomotive was 80 km / h. and the sound emission was measured at a closed location 7.5 m away. In Example 10, neither the rail nor the gravel bed or support was covered.

Sound emission in dB

Example Rail Rail and bracket 1 86.7 2 86.2 3 86.0 4 85.7 5 81.3 6 81.0 7 81.0 8 79.0 9 101.0 10 91.5

The measurement results show that the sound emission is significantly reduced both in the laboratory and during the experimental phase and in the case of both the on-site coating and the pre-fabricated cover.

If the outer side of the rails is also covered with a covering layer, the gravel bed will also have a greater dimensional stability, since vibration stress is less affected by it.

Cork, veimiculite, various swelling materials or expanded mica may also be used as binders.

Optionally, filamentous materials may be included in the coating as additives to increase tensile strength, e.g., fiberglass, carbon fiber, aluminum, polypropylene, hemp, and the like.

Claims (17)

PATENT CLAIMS A superstructure, preferably a loose pebble superstructure, for rails of rail-bound vehicles, wherein at least two rails are releasably connected to a support member and have a damping arrangement extending from both sides of the rail ridge (9), preferably from the rail base (10), flush with the rails (1), characterized in that the silencer arrangement consists of a It forms a lake layer (8, 12, 19, 21) which adheres to the rails (1) and substantially covers the rail foot (10) and the rail ridge (9) and the covering layer (8,12,19,21). ) with particles of binder, preferably having a particle size (23) of 2-8 mm in size, optionally containing fibrous material such as glass fiber. A superstructure according to claim 1, characterized in that the cross-section of the covering layer is perpendicular to the longitudinal direction of the rail and has a parallelogram shape, the two sides being the rail ridge (9) and the rail foot (10). A superstructure according to claim 1 or 2, characterized in that the cover layer (12, 19) is arranged between the two rails (1) from one side of one rail head to the other side of the other rail head, and the support element (2). and, if applicable, completely cover the gravel bed. 4. A superstructure according to any one of claims 1 to 5, characterized in that the cover layer (12) is arranged on the outside of the rails, extending substantially completely over the rail head, up to the tread (13). 5. A superstructure according to any one of claims 1 to 4, characterized in that the cover layer (8,19) is located at the inner part of the rail and partially covers the rail head (11). 6. A superstructure according to any one of claims 1 to 3, characterized in that the cover layer (21) is provided with a net (20,22) at least in its inner part. 7. A superstructure according to any one of claims 1 to 3, characterized in that the cover layer has a through opening in the area of the releasable rail fastening device, for example a rail angle (3). 8. Superstructure according to any one of claims 1 to 3, characterized in that the particles (23) in the disintegration layer are made of rubber having a Shore-A hardness of 60-90, preferably 75-85. 9. Superstructure according to any one of claims 1 to 3, characterized in that at least a part of the particles (23) is formed by gravel, crushed stone or the like. 10. Superstructure according to any one of claims 1 to 3, characterized in that it is an organic material with a flexible to plastic property as a binder. 11. Superstructure according to any one of claims 1 to 3, characterized in that the binder also contains an inorganic binder, preferably cement, more preferably Portland cement. 12. A superstructure according to any one of claims 1 to 4, characterized in that the cover layer (8, 12, 19, 21) has pores through it. 13. A superstructure according to any one of claims 1 to 4, characterized in that the cover layer (8, 12, 19, 21) is made of at least partially preformed profiled profiles and / or sheets. 14. Methods 1-13. The construction of a superstructure according to any one of claims 1 to 6, wherein the superstructure also includes a support element on which the rails are releasably mounted and disposed, characterized in that the rails are first washed with a jet of liquid and preferably at least 40 bar. , and then apply a coating of adhesive to the rail. 15. A14. Method according to claim 1, characterized in that after washing with liquid jet, an adhesive is applied to the rails, preferably a binder or adhesive. Method according to Claim 14 or 15, characterized in that the cover layer is formed of a molded part along the rail. 17. A 14-16. A method according to any one of claims 1 to 4, characterized in that the soluble rail fastening arrangements are provided with a hollow cylinder or cavity extending up to the surface of the cover layer.