WO2025190875A1 - Système de montage de rail - Google Patents

Système de montage de rail

Info

Publication number
WO2025190875A1
WO2025190875A1 PCT/EP2025/056482 EP2025056482W WO2025190875A1 WO 2025190875 A1 WO2025190875 A1 WO 2025190875A1 EP 2025056482 W EP2025056482 W EP 2025056482W WO 2025190875 A1 WO2025190875 A1 WO 2025190875A1
Authority
WO
WIPO (PCT)
Prior art keywords
rail
electrically insulating
sealing film
insulating sealing
foot
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/EP2025/056482
Other languages
German (de)
English (en)
Inventor
Jean-Pierre Frottier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
HET ELASTOMERTECHNIK GmbH
Original Assignee
HET ELASTOMERTECHNIK GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102024107186.9A external-priority patent/DE102024107186A1/de
Application filed by HET ELASTOMERTECHNIK GmbH filed Critical HET ELASTOMERTECHNIK GmbH
Publication of WO2025190875A1 publication Critical patent/WO2025190875A1/fr
Anticipated expiration legal-status Critical
Pending legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B26/00—Tracks or track components not covered by any one of the preceding groups
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair

Definitions

  • 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.
  • 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.
  • rail chamber fillers are used particularly for tram tracks in conjunction with grooved rails.
  • EP 1 518 963 B1 discloses a grooved rail with a damping profile.
  • 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 this 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 thereby be adaptable to different dimensions of grooved rail cross-sections.
  • 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.
  • the connecting lines between the open slots form predefined weak points.
  • the system appears to have room for improvement in terms of its electrical properties.
  • 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.
  • a defined dynamic subsidence of the rail when a rail vehicle, e.g. a tram, passes over it can be important.
  • a defined dynamic subsidence can be achieved, for example, using a special elastic intermediate layer in the form of a polyurethane foam strip under the rail foot. The bedding modulus and the thickness of the polyurethane foam strip are selected so that a precisely defined desired dynamic subsidence occurs when the rail vehicle passes over it. This allows the vibration damping behavior of the rail to be specified exactly as required.
  • This elastic intermediate layer specifically absorbs the dynamic subsidence of the rail when a rail vehicle, e.g. a tram, passes over the rail and determines the extent of the dynamic subsidence and the dynamic vibration or damping behavior of the rail system.
  • the dynamic subsidence or the dynamic vibration or damping behavior defined by this elastic intermediate layer can be the subject of testing or approval procedures.
  • the dynamic indentation or the dynamic vibration and damping behavior may be undefined or at least change in an undesirable manner, which may adversely affect the dynamic vibration and damping behavior and/or previously conducted tests or approvals. This may require new tests and/or approvals.
  • an improvement in the rail's electrical insulation may be desirable.
  • the defined deflection and damping behavior, especially defined by the elastic intermediate layer, should not be adversely affected.
  • 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 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.
  • a multi-part rail bearing system 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 has 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, preferably discrete, rail foot bedding pads on the discrete support points, e.g., concrete sleepers, between the rail foot and the track bedding 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 substantially 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 the subject of 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 stored on a rigid substrate, e.g. on a concrete substrate and/or when the rails are encased in concrete, as may be the case with tram tracks, for example.
  • the rails can be supported on the substrate preferably 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.
  • the electrically insulating sealing film covers the underside of the rail foot completely or over its entire surface in order to electrically insulate the rail foot.
  • the electrically insulating sealing film under the rail foot is arranged in particular between the underside of the rail foot 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.
  • an arrangement is formed from bottom to top as follows: at the bottom is the track bed,
  • 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, is located above or on the track bedding.
  • the electrically insulating sealing film is arranged above or on 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, and the rail foot is arranged above the electrically insulating sealing film.
  • the electrically insulating sealing film is preferably arranged 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. Therefore, the electrically insulating sealing film 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, are preferably arranged in a sandwich-like manner between the rail foot and the track bed.
  • the electrically insulating sealing film can comprise, on its inner side facing the rail, a layer of a plastically deformable material which plastically conforms to the shape and unevenness of the rail.
  • the plastically deformable material at least does not significantly impair the dynamic depression when a rail vehicle passes over it and, at most, contributes to the dynamic depression when a rail vehicle passes over it to a considerably lesser extent than 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, in particular, at most, contributes to the dynamic depression when a rail vehicle passes over it.
  • the electrically insulating sealing film does not undesirably influence the dynamic depression and the head deflection, i.e. the vertical and horizontal behavior of the rail when a rail vehicle passes over it.
  • two functions of the rail bearing namely i) the defined dynamic deflection and ii) the electrical insulation
  • two different layers made of different materials namely i) the defined dynamic deflection 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, and ii) the electrical insulation is achieved essentially separately by the electrically insulating sealing film.
  • 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.
  • 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.
  • 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 ⁇ m to 500 ⁇ m, preferably in the range between 50 ⁇ m and 250 ⁇ m, in particular 100 ⁇ m.
  • the plastic carrier film can be a cross-laminated 100 ⁇ m HDPE film.
  • the electrically insulating sealing film is designed as a cold-adhesive bitumen sealing strip.
  • the plastically deformable and/or cold-adhesive material essentially comprises or consists essentially of a sticky thermoplastic hydrocarbon mixture, in particular bitumen.
  • the electrically insulating sealing film or the layer made of plastically deformable and/or cold self-adhesive material or the bitumen layer preferably 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 at most only insignificantly to the thickness of the electrically insulating sealing film.
  • the soft plastic behavior of the electrically insulating sealing film is essentially determined by the layer made of plastically deformable and/or cold self-adhesive material or by the bitumen layer.
  • 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.
  • 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 is bonded piece by piece and overlapping one another and, as a whole, forms a substantially closed electrical insulation sheath around the rail, created by the piece by piece and overlapping bonding, in particular around all areas of the rail that would otherwise come into contact with the environment or the concrete.
  • the two rails of a track are preferably electrically connected to each other to achieve potential equalization.
  • the electrically insulating sealing film as a whole, preferably forms a substantially seamless electrical insulation sheath around the track and both rails, particularly through piecewise, overlapping bonding.
  • metallically conductive rail attachments e.g., including axle counters, heating boxes for point heaters, drainage boxes, potential equalization boxes, and/or point control boxes, are attached to the rails.
  • the rail attachments are preferably covered, in particular glued, with overlapping pieces or patches of the electrically insulating sealing film, such that the electrically insulating sealing film forms a seamless electrical insulation layer around the structural unit consisting of the rails and the rail attachments.
  • the rail attachments are thus integrated into the electrical insulation sheath made of the electrically insulating sealing film.
  • the rail track comprising both The rails and the rail attachments on the rails are electrically connected to each other and form an electrically equivalent structural unit.
  • the electrically insulating sealing film as a whole, preferably forms a substantially seamless electrical insulation sheath around the equipotential structural unit, comprising both rails and the rail attachments on the rails, particularly by gluing it piece by piece and overlapping it to all parts.
  • the rail attachments covered, in particular glued, with the overlapping pieces or patches of the electrically insulating sealing film are encapsulated in an encapsulation made of elastic plates or boxes.
  • the electrically insulating sealing film can be supplied in a practical and cost-effective manner as a roll, e.g., in a suitable width. It can be 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 adapts to the profile of the rail by plastically deforming. This can be achieved, for example, with the aid of a hand roller.
  • pieces or patches of the electrically insulating sealing film can be glued on at the track construction site, at least to close gaps in the electrically insulating sealing film at the weld seams of the rail, to repair defects and/or to glue the rail attachments, e.g. comprising axle counters, heating boxes for point heaters, drainage boxes, potential equalization boxes and/or point control boxes to the rail, by gluing the pieces or patches of the electrically insulating sealing film with an overlap onto the rail that has already been at least partially glued with the electrically insulating sealing film at the factory at the track construction site in order to complete the electrical insulation sheath.
  • the rail attachments e.g. comprising axle counters, heating boxes for point heaters, drainage boxes, potential equalization boxes and/or point control boxes
  • the electrically insulating sealing film consists of webs or strips having 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 in the form of long strips with narrow sides in the transverse direction around the rail foot and, if necessary, into the rail chambers on both sides up to under 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 around the rail.
  • 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.
  • 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.
  • 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.
  • the rail sections are welded together at the joints.
  • 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.
  • any defects in the electrically insulating sealing film are usually clearly visible. Any remaining gaps or defects, such as transport damage in the soft, electrically insulating sealing film, can be repaired, particularly 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.
  • 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.
  • 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, the contour of which sometimes has quite small radii of curvature, e.g., at the outer lateral edges of the rail foot, as well as alternating convexity and concavity.
  • Patchwork-like, overlapping adhesive lining of at least one, preferably both, rail chambers The flat, cold-applied, self-adhesive sealing film thus adheres to each other even at the overlapping seams.
  • the electrically insulating sealing film extends, in the installed state, in particular at least from the top side of the left flank of the rail foot to the top side of the right flank of the rail foot, preferably completely around the entire rail foot, at least from one rail chamber to the other opposite rail chamber, and forms a fully adhesive, completely closed sealing layer along the rail that conforms plastically to the rail foot.
  • the strip of electrically insulating sealing film can have the desired width, so that no seams are required in the transverse direction.
  • several parallel strips of electrically insulating sealing film are preferred, which are adhered laterally adjacent to one another lengthwise along the rail, wherein the strips are adhered one over the other lengthwise along the rail with an overlap.
  • the electrically insulating sealing film is adhered with an overlap at the longitudinal seams.
  • the rail can be covered with three parallel strips of electrically insulating sealing film, with a lower strip around the rail foot and left and right strips overlapping at the longitudinal seams to line the left and right rail chambers, respectively.
  • the lower and left strips and/or the lower and right strips overlap lengthwise along the rail, preferably on the upper side of the rail foot.
  • at least two or several, 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.
  • 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.
  • the electrically insulating sealing film consists essentially of a soft, plastically deformable material in relation to its thickness.
  • the electrically insulating sealing film consists essentially of a soft, plastically deformable material in relation to its thickness.
  • overlapping layers of the electrically insulating sealing film can be slightly squeezed together or worked into each other at the seams.
  • a simple hand roller can be used for this purpose, possibly even on site, to work the plastically deformable layers into each other.
  • this has the advantage that excellent tightness and electrical insulation can be achieved due to the flat, adhesive overlap at the seams.
  • the electrically insulating sealing film 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 can have a resistance to impact 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 impact loading according to methods A and B of 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 indentation 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 indentation and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, behaves elastically.
  • the electrically insulating sealing film comprises a plastically deformable material that exhibits viscous behavior and is flowable when the yield point is exceeded.
  • 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 so that it becomes sufficiently soft to, for example, adhere patches and/or weld overlapping seams together, and so that the plastically deformable material develops a good adhesive effect on the (cold) rail or the already adhered electrically insulating sealing film.
  • hot air e.g., from a hot air gun
  • 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 depression and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, is preferably a layer of polyurethane, of a Ethylene-propylene-diene rubber, especially EPDM, or a vulcanized rubber.
  • a layer of foamed polyurethane or foamed ethylene-propylene-diene rubber, especially EPDM is preferably used.
  • 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.
  • 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.
  • 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 +1-2 mm or +/-1 mm.
  • the electrically insulating sealing film 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, and in the installed state, the rail is discretely fastened to the support points, e.g. to the (concrete) sleepers, e.g. with rail foot fastening 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 can, for example, also be designed as a raised area on a continuous concrete slab for discrete support of the rail and fastening with a rail foot clamp.
  • ribbed plates for example, can be used.
  • the rail rests longitudinally on discrete support points, with the interposition of both the elastic The 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 deflection and the dynamic vibration and damping behavior of the rail when a rail vehicle passes over it, form a sandwich arrangement between the rail foot and the discrete support point or sleeper, by means of which the rail rests elastically on the discrete support points or sleepers.
  • the rail or more precisely the rail foot, is clamped firmly to the sleepers, for example, with the rail foot fastening clamps when installed.
  • the rail foot fastening clamps preferably clamp the rail foot, which is covered or bonded with the electrically insulating sealing film, firmly to 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 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, is therefore located in the area of the sleepers under the rail foot covered or glued with the electrically insulating sealing film or outside the electrically insulating covering or electrically insulating bonding of the rail formed by the electrically insulating sealing film.
  • 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.
  • the elastic rail foot profile pieces when installed, extend along the rail only between adjacent discrete support points or sleepers.
  • the rail foot profile pieces when installed, 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.
  • 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.
  • 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.
  • the encapsulation can contain further elastic molded bodies in the form of, for example, rod-like elastic rail chamber filling elements.
  • the Rail chamber fillers at least partially fill one or both of the rail chambers lined with the electrically insulating sealing film, for example, filling the space up to the adjacent concrete or asphalt surface or forming the boundary for a grass track.
  • the rail chamber fillers rest at least in spots 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.
  • the 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.
  • the rail foot profile and/or at least parts of the rail chamber elements therefore run discontinuously along the rail, interrupted e.g. by the sleepers and/or the rail foot fastening clamps.
  • 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 base profile pieces and/or the elastic rail chamber filler 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.
  • 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.
  • 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.
  • the (rubber)elastic encapsulation formed by the rail foot profile and/or the rail chamber filler elements thus encapsulates the rail, which is electrically coated or bonded with the electrically insulating sealing film, in order to provide damping of the thus electrically insulated rail in addition to the electrical insulation of the rail created by the electrically insulating sealing film.
  • the damping and electrical insulation are essentially preferably achieved by different layers or materials on the rail, namely the electrical insulation by the electrically insulating sealing film and the damping by the (rubber)elastic encapsulation, e.g., with the molded bodies made of bonded rubber granulate.
  • 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.
  • a plastic carrier layer i.e., a plastic adhesive, sealing, and insulating layer
  • 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.
  • 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:
  • 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,
  • the electrically insulating sealing film under the rail foot is squeezed in a sandwich-like manner between the rail foot and the rail foot bedding pads when the rail foot covered with the electrically insulating sealing film is placed on the rail foot bedding pads.
  • the electrically insulating sealing film under the rail foot and the underlying rail foot bedding pads are squeezed together in a sandwich-like manner between the rail foot and the discrete support points or sleepers when the rail foot bonded with the electrically insulating sealing film is placed on the rail foot bedding pads.
  • Fig. 1 is a side view of an elastically mounted rail according to an embodiment of the invention
  • Fig. 2 is a top view of the elastically mounted rail from Fig. 1,
  • Fig. 3 is a partially exploded three-dimensional view of the elastically mounted rail from Fig. 1,
  • Fig. 4 shows a cross-section through the elastically mounted rail between the sleepers along the line A-A in Fig. 1 ,
  • Fig. 5 a view of the elastically mounted rail in the area of a sleeper
  • Fig. 7 a three-dimensional representation of the elastically mounted rail on the sleeper from above
  • Fig. 8 a three-dimensional representation of the elastically mounted rail on the sleeper from below
  • Fig. 9 is a schematic sectional view of the electrically insulating sealing film
  • Fig. 10 is a three-dimensional view of a rail track according to a
  • Fig. 11 a three-dimensional view of a screw connection on a rail
  • Fig. 13 a three-dimensional view of an encapsulated axle counter on a rail
  • Fig. 14 a cross-section through an encapsulated axle counter on a rail
  • Fig. 15 a three-dimensional representation of a rail track in the area of a switch with switch heating
  • Fig. 16 is an enlarged view of the switch heating system from Fig. 15,
  • Fig. 17 a three-dimensional representation of the rail in the area of a switch
  • Fig. 18 a three-dimensional representation of a rail track in the area of a
  • Fig. 19 a three-dimensional representation of a rail track in the area of a switch with drainage box
  • Fig. 20 an enlarged view of a drainage box
  • Fig. 21 a three-dimensional representation of a rail with a glued discontinuity in the rail chamber
  • Fig. 22 is a three-dimensional representation of a switch box covered with the electrical insulation film.
  • the rail 10 in this example a tram rail in the form of a grooved rail, consists of a horizontal rail foot 12, from which a rail web 14 extends vertically upwards in the center, and a rail head 16 adjoining the upper end of the rail web.
  • the rail foot 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 formed at the bottom by the upper side 24 of the rail foot 12, and by the upper side 24a, 24b of the left and right Flanks 12a, 12b of the rail foot 12.
  • the left and right rail chambers 22a, 22b are defined by the rail web 14 and the two side surfaces 14a, 14b of the rail web 14, respectively.
  • the left and right rail chambers 22a, 22b are defined by the underside of the rail head 16 and 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.
  • 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.
  • 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 adhesively bonded to the surfaces 14a, 14b, 16a, 16b, 24a, 24b, 24c, 24d and 24e and forms a completely closed sealing layer.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 corresponding longitudinal seams 32a, 32b are glued to the rail 10 with an overlap in order to achieve complete sealing of the rail for electrical insulation.
  • the wrapping or glueing consists of three longitudinally extending strips 30a, 30b, 30c, which are glued to the corresponding longitudinal seams 32a, 32b are glued to the rail 10 with an overlap in order to achieve complete sealing of the rail for electrical insulation.
  • the electrically insulating sealing film 30 has a two-layer structure.
  • 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 ⁇ m HDPE film.
  • bitumen layer 31b 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 do not impair excessively, the sealing and insulating effect of the electrically insulating sealing film 30.
  • the rail 10, which is covered with the electrically insulating sealing film 30, is cushioned and elastically mounted on the sleepers 40 by means of the elastic intermediate layer 42.
  • the sleeper 40 in the present 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 which determines the dynamic deflection and the dynamic vibration and damping behavior of the rail 10 when the rail vehicle passes over it, is arranged between the support point 44 or the sleeper 40 and the electrically insulating sealing film 30.
  • the elastically insulating sealing film 30 is arranged between the elastic intermediate layer 42, which determines the dynamic depression and the dynamic vibration and damping behavior of the rail 10 when the rail vehicle passes over it, and the rail foot 12.
  • the elastic intermediate layer 42 or rail footbed intermediate layer can be made, for example, from an approximately 10 mm thick layer of foamed polyurethane.
  • the rail is bedded discontinuously.
  • the elastic intermediate layer 42 is implemented in the form of a plurality of rail foot bedding pads 42a.
  • the elastic rail foot bedding pads 42a extend only on the sleepers 40 or on the discrete support points 44.
  • no elastic intermediate layer 42 is present in the longitudinal direction of the rail between the discrete support points 44 or between the sleepers 40.
  • 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.
  • 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.
  • 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.
  • 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.
  • the rail foot 12 is clamped to the discrete support point 44 or to the sleeper 40 by means of rail foot fastening clamps 46.
  • the rail foot fastening clamps 46 are screwed to the discrete support point 44 or to the sleeper 40 by means of screws 48.
  • 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.
  • 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.
  • 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.
  • 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.
  • adjacent rail sections are welded together at the end joints (not shown).
  • 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 beneath the rail foot fastening clamps 46.
  • 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.
  • creases 52 The crushing of the bitumen sheets bonded to the rail 10 as an electrically insulating sealing film 30 is indicated in Fig. 10 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 length of the rail 10, but these are not particularly harmful.
  • the strips 30a, 30b, 30c or the electrically insulating sealing film 30 are glued in relatively long strips of typically several meters along the rail 10.
  • the strips 30a, 30b, 30c are also glued overlapping one another, creating transverse seams 54 with overlaps that extend many meters can be spaced apart from each other.
  • the overlapping transverse seams 54 do not necessarily have to be arranged regularly, but may be arranged at irregular intervals if this occurs during the typically manual gluing process.
  • the entire rail 10 Due to the overlapping longitudinal seams 32a, 32b (Fig. 4) and the overlapping transverse seams 54 (Fig. 10), the entire rail 10, with the exception of parts of the rail head 16, is completely and seamlessly covered with the electrically insulating sealing film 30, so that complete watertightness and good insulation capacity 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.
  • the rail 10 can also be galvanically decoupled and electrically insulated from the rail foot clamps 46 in the area of the rail foot clamps 46, both on the top side 24a, 24b and on the bottom side 24e of the rail foot.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the rail support system further comprises 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.
  • 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.
  • 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 (Fig. 3).
  • the rail foot profile halves 62a, 62b abut seamlessly at a lower butt seam 63 below the rail foot 12 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.
  • 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.
  • the rail foot profile halves 62a, 62b also form lower rail chamber filler elements 66a, 66b.
  • 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 across 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.
  • the upper rail chamber filling elements 64a, 64b to the left and right of the rail 10 form a continuous line filling the upper part of the rail chambers 22a, 22b along the rail 10.
  • the lower rail chamber filling elements 66a, 66b discontinuously fill the lower part of the rail chambers 22a, 22b along the rail 10, interrupted by the sleepers 40 and the cover caps 50, respectively.
  • 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.
  • 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.
  • SBR PU-bound granulated recycled tire material
  • 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.
  • Fig. 10 shows the rails 10, coated with the electrically insulating sealing film 30, mounted on the sleepers 40 prior to the application of the encapsulation 61 made of the rubber-elastic molded bodies 62, 62a, 62b, 64a, 64b, 66a, 66b.
  • the rail 10 coated 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 (Fig. 1-8).
  • the encapsulation 61 preferably has a substantially rectangular outer cross-section.
  • the track, with the rails 10 bonded with the electrically insulating sealing film 30 and thus encapsulated can then be cast with concrete, if necessary up to the rail head.
  • the rubber-elastic encapsulation 61 ensures that no concrete reaches the bonded rail 10 during the concrete casting process.
  • Rail attachments 102 may be, for example, axle counters 104, heater boxes 106 for point heaters, drainage boxes 108, potential equalization boxes, point machines 110, or other rail attachments 102 on a rail track.
  • such discontinuities in particular comprising weld seams at rail joints, rail attachments 102 on the rail 10, e.g. axle counters 104, heating boxes 106 for point heaters, drainage boxes 108, potential equalization boxes and/or point control boxes 110, and/or screw connections, e.g. through the rail web 14, can also be bonded over their entire surface with the electrically insulating sealing film 30, preferably completely or seamlessly bonded around them, in order to ensure the electrical insulation of these discontinuities as well.
  • This bonding with the electrically insulating sealing film 30 can be carried out on site after the rail track has been assembled and after the rail joints have been welded, after the screw connections have been attached and/or after the rail attachments 102 have been attached to the rail 10 at the track construction site.
  • pieces or patches 56 of the electrically insulating sealing film 30 can be applied, in particular, over the weld seams at the rail joints, over the screw connections 112, 114 and/or onto the housings of the rail attachments 102 as well as over the sealing film 30, which has already been glued to the rails 10, if necessary at the factory, with sufficient overlap to create a closed, gapless bond between the metallic parts of the rail track, including the discontinuities, or a glued, closed, electrically insulating sheath around the metallic parts of the rail track, including the discontinuities.
  • the pieces or patches 56 of the electrically insulating sealing film 30 can be plastically deformed and adhere flatly to all edges, corners, angles, screw connections, unevenness, projections, or the like. This may result in creases 52, which, if desired, can be smoothed out, for example, using a hand roller. It is advantageous if the pieces or patches 56 are repeatedly bonded with sufficient overlap to achieve a closed, gapless bond with the electrically insulating sealing film 30 or to create a closed electrical insulation sheath made of the electrically insulating sealing film 30 around the metallic parts of the rail track.
  • the rail attachments 102 bonded or wrapped with the pieces or patches 56 of the electrically insulating sealing film 30 can, if necessary, be encapsulated with an elastic encapsulation 116, e.g., with plates 118 or encapsulation boxes 120 made of elastic material, e.g., bonded rubber granulate.
  • both the rails 10 and the rail attachments 102 are jointly bonded with the electrically insulating sealing film 30, so that the electrically insulating sealing film 30 forms a common, seamless electrical insulation of the structural unit consisting of the rails 10 and the rail attachments 102.
  • the metallic parts of the structural unit comprising at least the rails 10 and the metallic rail attachments 102, in particular all metallic surfaces that would otherwise come into contact with concrete, are bonded, in particular seamlessly, with the electrically insulating sealing film 30 before the rail track is cast in concrete.
  • the rails 10 which are largely bonded with the electrical sealing film 30 on the rail foot side at the factory, are delivered to the track construction site, whereby the ends can be left open for the weld seams.
  • the rail track is then installed on site at the track construction site, the rails 10 are welded together at the end faces, and the rail attachments 102 are attached to the rails 10. Subsequently, the weld seams, the rail attachments 102, and any other discontinuities are bonded with pieces or patches 56 of the elastically insulating sealing film 30 with an overlap in order to fill the remaining gaps in the electrical insulation sheath, the created by the electrically insulating sealing film 30.
  • the track system can be cast in concrete.
  • discontinuities can represent an important aspect for the electrical insulation of the rail.
  • a potential source of error in the electrical insulation of the rail track can be avoided.
  • Experimental measurements on an exemplary track system surprisingly revealed an extraordinarily high specific electrical resistance of approximately 69,000 ohm km.
  • the concrete casting can, if necessary, be carried out in several stages, e.g., at least two stages.
  • a first partial casting step 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 or more can be achieved.
  • 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.
  • a potential upper limit of the specific electrical resistance after the first casting can, if necessary, be assumed to be 1 MOhm km or more.
  • 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.
  • a specific electrical resistance of at least greater than or equal to 200 ohm km is expected.
  • a lower specific electrical resistance may be sufficient.
  • 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.
  • a specific electrical resistance of the rail in the final concrete casting state of greater than or equal to 1,000 ohm km, possibly greater than or equal to 5,000 ohm km, possibly greater than or equal to 10,000 ohm km is possible.
  • the potential upper limit of the specific electrical resistance in the final Concrete casting condition can be assumed to be 1 MOhm km or more.
  • the specific electrical resistance of the Rail in the final concrete casting state can therefore in particular be in the range from 10 Ohm km to 1 MOhm km or more, preferably in the range from 40 Ohm km to 1 MOhm km or more, preferably in the range from 100 Ohm km to 1 MOhm km or more, preferably in the range from 200 Ohm km to 1 MOhm km or more, preferably in the range from 1,000 Ohm km to 1 MOhm km or more, preferably in the range from 5,000 Ohm km to 1 MOhm km or more, preferably in the range from 10,000 Ohm km to 1 MOhm km or more.

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

Abstract

L'invention concerne un système de montage de rail pour monter élastiquement un rail sur une assiette de la voie et pour isoler électriquement le rail (10), le rail (10) ayant un socle de rail (12), un champignon de rail (16), et une âme de rail (14) qui relie le champignon de rail (16) et le socle de rail (12) l'un à l'autre, une chambre de rail (22a, 22b) étant formée entre le champignon de rail (16) et le socle de rail (12) sur chacun des deux côtés de l'âme de rail (14), et le système de montage de rail ayant au moins les éléments suivants : une couche intermédiaire élastique (42), qui détermine l'enfoncement dynamique et le comportement dynamique de vibrations et d'amortissement du rail lorsqu'un véhicule ferroviaire se déplace sur le rail, entre le socle de rail (12) et l'assiette de voie, et un film d'étanchéité électriquement isolant (30), avec lequel au moins une partie du socle de rail (12) est revêtue afin d'isoler électriquement le socle de rail.
PCT/EP2025/056482 2024-03-13 2025-03-10 Système de montage de rail Pending WO2025190875A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102024107186.9 2024-03-13
DE102024107186.9A DE102024107186A1 (de) 2024-03-13 2024-03-13 Schienenlagerungssystem
DE202024103622.0 2024-07-02
DE202024103622.0U DE202024103622U1 (de) 2024-03-13 2024-07-02 Schienenlagerungssystem

Publications (1)

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WO2025190875A1 true WO2025190875A1 (fr) 2025-09-18

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PCT/EP2025/056482 Pending WO2025190875A1 (fr) 2024-03-13 2025-03-10 Système de montage de rail

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WO (1) WO2025190875A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004048696A1 (fr) * 2002-11-25 2004-06-10 Edilon B.V. Construction de rail à structure de revêtement
EP1518963B1 (fr) 2003-09-23 2009-07-15 Johann Bogel Rail encastré avec amortisseur
EP2531653B1 (fr) * 2010-02-03 2016-02-03 Pandrol Cdm Track Nv Rail supporté de façon continue avec isolation électrique
DE202015104683U1 (de) 2015-09-03 2016-12-06 Het Elastomertechnik Gmbh Mehrteiliges Schienenlagerungssystem
EP3380672B1 (fr) * 2016-08-01 2020-05-13 Edilon Sedra GmbH Rail avec isolation électrique

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004048696A1 (fr) * 2002-11-25 2004-06-10 Edilon B.V. Construction de rail à structure de revêtement
EP1518963B1 (fr) 2003-09-23 2009-07-15 Johann Bogel Rail encastré avec amortisseur
EP2531653B1 (fr) * 2010-02-03 2016-02-03 Pandrol Cdm Track Nv Rail supporté de façon continue avec isolation électrique
DE202015104683U1 (de) 2015-09-03 2016-12-06 Het Elastomertechnik Gmbh Mehrteiliges Schienenlagerungssystem
EP3380672B1 (fr) * 2016-08-01 2020-05-13 Edilon Sedra GmbH Rail avec isolation électrique

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