• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
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    • 专利摘要:
    The invention proposes a railway track rail maintenance assembly, comprising: a crossbar (100) intended to support at least two rails (3), said crossbar comprising at least one block (1), and a soleplate (4) comprising a semi-plastic damping layer (5) intended to be interposed between said block (1) of the cross member (100) and a ballast (B), in which the damping layer (5) has, in the case of carrying out a load test, an EPM index in the range of 10% to 25%, preferably in the range of 10% to 20%, and the cross member in a length ( L) less than 2m30.
    公开号:FR3028534A1
    申请号:FR1461185
    申请日:2014-11-19
    公开日:2016-05-20
    发明作者:Andreas Augustin；Harald Loy；Stefan Potocan；Charles Petit
    申请人:Getzner Werkstoffe Holding GmbH；SATEBA Systeme Vagneux SAS；
    IPC主号:
    专利说明:

    [0001] GENERAL TECHNICAL FIELD The present invention relates to sleepers with reduced dimensions for in particular so-called heavy railways, the sleepers being equipped with a sub-base plate (USP in English acronym for "Under Sleeper Pad", more simply called "sole" ") Intended to be interposed between a concrete block of a railway rail crossing and a ballast. STATE OF THE ART With reference to FIGS. 1 to 4, a cross-piece 100 supporting rail rails 3 is shown. The cross member 100 comprises either a monobloc block 1 (cross member 100), or two blocks connected by a spacer 2 (cross section 100 bi-block) and a sole 4. The sole 4 comprises a damping layer 5. The interposition of the sole 4, in particular of the damping layer 5 in a viscoelastic material, such as a dense and hard polyurethane, between the concrete shafts 1 and the ballast B in particular makes it possible to fulfill the following functions: the attrition of ballast B (ie the wear and fragmentation of the crushed stones of the ballast by mutual friction) and to avoid its settlement, - reduce the wear of the concrete of the blastet 1 by the ballast B and - dissipate a part of the vibratory energy generated by the rolling loads, that is to say in particular to reduce vibration when passing a train. The forces transmitted by the train to the ballast B thus depend on the size of the crosspieces 100 and in particular the contact surface between the blocks 1 and the ballast B and therefore the sole 4. It should be noted that any block 1 of concrete for any railway rail 3 rail 100 can replace the aforementioned rattles. The sole 4 can be continuous under the rattle (Figure 1) or under the cross member (Figure 3) or discontinuous being placed only at the rails 3 (Figure 4).
    [0002] The prior art knows in particular the document EP 1 857 590 which has a sole having different stiffnesses according to its location in a switch, or the document DE 10 2009 038 414 which uses different portions of sole with elasticities and shapes. different to compensate for the effects of the load. The document DE 202 15 101 U1 for example discloses a flange 4 under the sleeper comprising a layer of elastic synthetic material and a geotextile layer adhering at the concrete level of a concrete element of the cross 100 of rails 3 railroad. AT 506 529 A1 also discloses a sub-base plate comprising an elastic cushioning layer. A problem with the elastic properties of the damping layer is that very elastic damping layers also have the effect that the ballast B is ejected from the area under the rail sleepers 100 above all when vehicles heavy traffic on the rails 3 and 15 therefore on the cross 100 of railroad. This results in a considerable reinforcement of means of regularly having to fill the ballast B located under the sleepers 100 of railroad. The object of the present invention is to provide a cross member with a sole which preserves in particular the ballast, in other words with which the ballast of the ballast bed 20 is maintained in the most satisfactory manner possible at the level of the sole under the crossbar without having to make essential concessions in terms of vibration damping. In particular, with regard to the so-called "heavy" tracks, that is to say for axle loads of rolling stock of 30 to 50 tons or more (as against about 22 tons for standard trains in Europe), the soles 4 currently known are only suitable for long sleepers. PRESENTATION OF THE INVENTION The invention thus proposes a concrete cross-member with reduced dimensions thanks to the use of an improved under-flange (USP).
    [0003] For this, the invention proposes a railroad track rail maintenance assembly, comprising: a crossbar, intended to support at least two rails, said crossmember comprising at least one block; semi-plastic damping layer intended to be interposed between said block of the cross member and a ballast, characterized in that the damping layer has, in the case of carrying out a load test, an EPM index in the range of 10 ° to 25 ° / (°), preferably in the range of 10% to 20%, and in that the cross member is less than 2m30 in length. To achieve the purpose mentioned above, the skilled person must make a sole under cross which has in fact contradictory properties. On the one hand, the sub-base or the cushioning layer 15 thereof is said to have the best elastic properties possible to fully meet, as much as possible, the requirements for protection against vibration. On the other hand, the damping layer is also expected to have elastic properties in order to be able to sustainably maintain the ballast of the ballast bed so that it is not ejected from the zone 20 located under the railroad sleepers and so not to have to re-fill the area below the railroad tie. Surprisingly, it has been found that underlap soles comprising a damping layer, which has an EPM of between 10% and 25%, defined by the load test mentioned above, respond Particularly satisfactory to said conflicting requirements. Particularly satisfactory results have been obtained in the case of an EPM index of between 10% and 20%. A damping layer satisfying these values has both the elastic properties required for vibration protection and the plastic properties which retain the ballast of the ballast layer so as to avoid totally or substantially totally unintentional ejection of the ballast out of the area under the railroad crossing.
    [0004] In other words, such a soleplate with such a damping layer has a semi-plastic (or elastoplastic, these two terms are equivalent in the context of this text) and is adapted to provide an optimal countermolding unit grains of the ballast, which maximizes the contact surface between the ballast and the cross and thus reduce the contact pressure via a better distribution of forces. This sole is therefore particularly suitable for so-called "heavy" tracks (axle load greater than 30t): the forces being better distributed, the crossbar can withstand greater loads than those generated by a standard train. Indeed, the sole of the invention allows, at constant pressure exerted by the crossbar on the ballast, to reduce the size of the cross members in length and width. An indirect consequence is simplification of the installation of railway tracks, especially in low radius curves. Advantageously, the invention comprises the following characteristics, taken alone or in combination: the damping layer is made of an elastomer, preferably a plastic elastomer, or a mixture of different elastomers, preferably of plastic elastomers, or consists thereof, - the elastomer or at least one of the elastomers has or consists of polyurethane or rubber, preferably synthetic rubber, - the cushioning layer has polyurethane or at least one chain glycol short, sterically hindered, - said sole comprises a support region intended to be located under the rail, said support region having the dynamic stiffness (bedding modulus) of between 0.05 and 0.80 N / mm3, preferably between 0 , 10 and 30 0.25 N / mm3, - the regions of the soleplate not being intended to be located under the rails have a dynamic stiffness (bedding modulus) lower than that of the support region, in which the dynamic stiffness of the regions of the soleplate not being intended to be located under the rails is less than 0.05 N / mm3, the damping layer, preferably the whole of the element under test has, when it is not exposed to a load, before carrying out the test under load, a thickness ranging from 5 mm to 20 mm, preferably from 7 mm to 13 mm, the sole has the same shape as a basic geometry of the block, the sole has dimensions slightly reduced compared with those of the geometry of the base of the block, further comprising wires extending from the sole and intended to be embedded in the block, the contour plate used during the implementation of the load test is a geometric ballast plate according to the CEN / TC 256 standard - the length of the cross is less than 2m. The invention also proposes a system comprising an assembly as previously described as well as two rails, the two rails being fixed on the cross-member and being adapted to allow the circulation of rolling stock.
    [0005] Advantageously, the system comprises the following characteristics, taken alone or in combination: the rails have a standard gauge of 1435mm and the crossmember is less than 2m30 in length; the rails have a metric spacing of 1000mm and the crossmember measures less of 2m in length, - the rails have a metric gauge of 1520mm and the crossmember is less than 2m50 in length, - the rails have a metric gauge of 1668mm and the crossmember measures 30 less than 2m60 in length, - the rails have a spacing wide and the transom measures less than 2m60 in length 3028534 6 - the length of the transom in millimeters is given by the following formula: length of the transom = distance between rails + 2 x 430, and the transom has a length ( L) less than 2m30.
    [0006] Finally, the invention also proposes a use of a system as previously described for so-called "heavy" railway tracks, that is to say on which trains run whose axle load is greater than 30t.
    [0007] PRESENTATION OF THE FIGURES Other features, objects and advantages of the invention will emerge from the description which follows, which is purely illustrative and nonlimiting, and which should be read with reference to the accompanying drawings, in which: FIGS. at 4 represent sets comprising a crossbar supporting two rails, installed on the ballast, - Figure 5 shows a way of fixing the sole to the crossbar, - Figures 6a and 6b shows different minimum radii of curvature of a track of railroad for different cross-sectional lengths; FIGS. 7 to 13 show the implementation of a protocol for measuring the values of the soleplate relating to plasticity and elasticity; FIG. 14 represents the results; a recovery test on a sole according to the invention compared to two other soles known from the prior art.
    [0008] DETAILED DESCRIPTION The assembly consists of a block 1 of a crossmember, railway rail support 3 and a soleplate 4 fixed to the crossmember 100, said soleplate 4 comprising a damping layer 5. The assembly is partially embedded in a ballast B. The cross member 3028534 7 Block 1 of the cross member 100 is typically made of concrete. The cross member 100 is of the monobloc type, or bi-block comprising a spacer 2 for example. The cross has a length L.
    [0009] In particular, the crosspieces 100 of common track may be of the two-block type or of the one-piece type. Concrete sleepers for switchgear (a part of the railway that makes it possible to provide a bifurcation and / or a route crossing) are generally of monobloc type. The length L of the cross member 100 depends in particular on the value of the distance 10 between the rows of the rail (i.e. the minimum distance between two points of each of the rails of the track). For a standard gauge between the rails of the rail (also called standard gauge or normal channel), this distance value is 1435 mm; for a metric gauge, this distance value is one meter (1m or 1000mm), for a Russian spacing (said wide), this distance value is 1520mm; for an Iberian gauge (called wide), this value is 1668mm. For track gauges other than 1000/1435/1520 and 1668mm, the length of the cross member 100 is adapted in proportion to the spacing according to the following formula: Total length of the cross member (mm) = distance between rails (mm) ) + 2 x 430mm Official texts define concrete sleepers and supports. The best known are the series of European Standards E N 13230 or the 25 AREMA Standard Chapter 30 developed by the United States of America. The assembly further comprises the sole 4 and its damping layer 5. The assembly is partially embedded in a ballast B. If reference is made to the installation diagram of the assembly (see for example FIGS. 4), in which the cross member is partially embedded in the ballast B, the block 1 is delimited by a flat lower surface 1b embedded in the ballast B and resting on it, flat, via the sole 4. , the sole 4 is 3028534 8 intended to be interposed between firstly the concrete block 1 of the cross 100 of rail 3, and secondly the ballast B. The block 1 is also limited by an upper surface la which is essentially flat, and receives the rails 3 with elastic fastening of the rails 3 by means not detailed and well known to those skilled in the art. For the blocks 1, one defines the main transmission zones Z1, that is to say the zones of the lower face 1b of the block 1 which transmit most of the effort, vibrations and stresses exerted by the train to the ballast B. These zones Z1 are support zones, on the lower face lb, and are located under the rails 3. These zones can be described in a more precise way: when the crossbar 100 is put in placed in the ballast B and that the rail 3 is installed on the crosspiece 100, the Z1 zones are at least included in the area formed by the projection, in a direction orthogonal to the lower face lb, the rail on the lower face lb . In practice, the zones Z1 have an area at least greater than said zone formed by the projection. In particular, it is possible to define a force transmission cone C, widening from the rail to the lower face lb of the block 1. The practice defined in the documents of the International Union of Railways (UIC Leaflet 713 R) refers to a 45 ° C cone originating at each end of the runner of the rail, the shoe being the part of the rail in contact with the cross member 100 (see Figure 4 and the sole 4 under the left rail) .
    [0010] The zones Z1 are then at least equal to the area of the section of said cone C at the lower face 1b. In the same way, secondary zones Z2 are defined as the zones of the crossmember 100 which transmit little or no to the ballast B the forces received from the rails 3. The secondary zones Z2 have a surface equal at most to the surface of the face 30 lower lb minus the main zones Zl.
    [0011] In the case of a double-block cross member 100 comprising a spacer 2 (see FIG. 1), the zones Z1 may be composed of all the lower faces 1b of the blocks 1 of the crossmember 100, the spacer 2 forming thus zones Z2. In the case of a monobloc cross member 100 (see FIG. 3 or 4), the delimitation 5 between the main zones Z1 and the secondary zones Z2 may be variable. In FIG. 4, on the sole 4 under the right rail is an example of delimitation, for which the zone Z1 corresponding to the sole 4 is slightly larger than the area defined by the orthogonal projection of the rail 3 on the surface. lower lb.
    [0012] The Sole The cushioning layer 5 of the soleplate 4 is placed wholly or partly below the lower surface 1b of the block 1, and, as a priority, must cover the main zone Z1 which bears most of the effort. The other regions of the sole 4 facing the secondary zones Z2 may be devoid of a damping layer 5 or be covered with a damping layer 5 having a reduced stiffness of the different properties (explained later). The sole 4 or the damping layer 5 thus comprises a support region Z1 'which is opposite a main zone Z1.
    [0013] The damping layer of the sole 4 is all or part of a material having viscoelastic properties, derived from a derivative of the Sylomer, characterized by its dynamic stiffness ("bedding modulus", in English terminology), it is that is, the ratio of pressure to displacement at a point of a structure in contact with the ground. Dynamic stiffness can also be called "ground reaction module" or "reaction coefficient". In the present application, these terms are equivalent. This value is obtained by dividing the pressure applied gradually to a normalized plate by gradually depressing it.
    [0014] It is possible to use, for the purpose of manufacturing cushioning layers of the sole 4, various types of starting materials. This is particularly preferably in the case of the cushioning layer of an elastomer, preferably an elastomeric plastic, or a mixture of various elastomers, preferably elastomeric plastics. By mixing various elastomers or adding other particles, it is possible to adjust the elastic and plastic properties of the damping layer so as to obtain the desired EPM index according to the invention and, in doing so, the desired elastic and plastic properties. It is particularly preferably provided that the elastomer or at least one of the elastomers has or is made of polyurethane or rubber, preferably synthetic rubber. For example, it is possible for the damping layer to have polyurethane and at least one sterically hindered short chain glycol. According to the technique of the materials, it is conceivable to produce suitable damping layers, for example, in the case, for example, of polyurethane elastomers, the spatial cross-linking density takes values comparable to those of the materials. however, the phase separation is disturbed in a targeted manner. In the present case, the variation of the molecular weight of the soft phase as well as the additional incorporation of short chain and steric hindered glycols are required as dedicated measures for this purpose. Preferably, the bedding modulus is between 0.02 N / mm 3 and 0.80 N / mm 3, preferably between 0.05 and 0.80 N / mm 3 or between 0.05 and 20. N / mm3. More preferably, this modulus is between 0.10 and 0.25 N / mm3. Such a sole 4 has a semi-plastic or elastoplastic behavior, which is characterized in particular by a semi-plastic material index ("SemiPlastic-Material-Index", EPM-value, ie EPM index). This index is calculated according to a protocol which will be presented in the appendix of this text. Compared to a highly plastic sole on the one hand, and a highly elastic sole on the other hand, the sole 4 according to the invention has an intermediate behavior, which is defined as semi-plastic: thanks to its semi properties the sole 4 opposes a resistance to recover its shape shortly after an initial deformation (plastic behavior) but a few minutes later (of the order of ten minutes), said sole 4 has substantially recovered its shape (elastic behavior ). These considerations are explained more precisely in the appendix, which defines the semi-plasticity of the sole 4.
    [0015] 3028534 11 A concise description of the test is explained below. As mentioned earlier, the details are attached. The sole 4 is present, in the case of the implementation of a load test, an EPM index in the range of 10% to 25 ° / (:), preferably in the range of 10 % at 20 ° / (:), the load test (see FIGS. 7 to 14 and annex) being to be implemented at the level of an element under test 6 consisting of the damping layer 5 having a 300 mm by 300 mm area and comprising the following test steps: a) setting at least one test point 7 at the test item 6 at a location of the test piece; the element under test 6, against which a contour plate 8, which has a plurality of raised portions (9), presses against the element under test (6) in step test c) with a maximum elevation 10 of one of the raised portions 9; b) determining a starting thickness OD of the test element 6, when not exposed to a load, at the test point 7 in a direction 11 in a normal manner on a surface 12 of the element under test 6; c) compressing the entire test element 6 not previously exposed to the load for a period of 60 seconds between a flat steel plate 13 and the contour plate 8, the test element 6 being compressed at test point 7 at the end of the 60 seconds to 50% of its initial thickness OD and the contour plate 8 having the maximum elevation 10 of the raised part 9 of the plate contour 8 being pressed, at the test point 7, against the element under test 6; D) continuously maintaining the compression, obtained in the test step c) after 60 seconds, on the element under test 6 for 12 hours; e) stopping the compression and completely discharging the test item (6) in a discharge interval of 5 seconds at the end of the 12 hours according to the test step d); f) measuring the instantaneous thickness D20 of the element under test 6 at test point 7 after 20 minutes, after the discharge time interval has elapsed, according to the test step e ) in the direction 11 in a normal manner on the surface 12 of the element under test 6 according to the test step b); g) calculate the EPM index from the initial thickness OD and the instantaneous thickness D20 measured in the test step f) according to the formula: 100% times (OD-D20) / OD. In particular, the support regions Z1 'of the sole damping layer 5 opposite the main zones Z1, which transmit substantially all the force, are composed of such a foam with these properties, which means that 10 the main zones Z1 of the lower surface lb are covered with such a foam. The other regions facing the secondary zones Z2, which transmit little or no effort, have a lower dynamic stiffness (bedding modulus) than that of the support regions Z1 '. In particular, the dynamic stiffness coefficient is less than 0.05 N / mm3. The support regions Z1 'of the damping layer 5 of the sole 4 facing the main zones Z1 and the other regions of the sole 4 or of the damping layer 5 opposite the secondary zones Z2 can be disjoint, thus forming a sole 4 in several elements. The dynamic stiffness (bedding modulus) is measured according to DIN 45673-1 on a ballast plate.
    [0016] The sole 4 or the cushioning layer 5 preferably has the shape of the lower face 1b of the concrete block 1. Thus, the sole 4 is typically rectangular (see Figures 1, 2 in particular). However, it is possible to provide particular forms of flanges 4, 30 independent of the geometry of the lower surface 1b of the block 1. In particular, it is recommended that the sole is slightly set back from the periphery of the crossbar, c that is, it has a shape similar to that of the lower surface 1b of the block 1, but with slightly smaller dimensions, of the order of 1 to 4 cm recessed. The European Standard currently being drafted "Concrete sleepers and supports with under-run glides" gives numerical information on the value of the shrinkage. The damping layer 5 of the sole 4 has a thickness "e" of between 5 and 20 mm, preferably between 7 and 13 mm. The thickness "e" is typically chosen as a function of the ballast 5: for a ballast B with a grain size of 25-50 mm or 30-60 mm, the thickness "e" chosen is 10 mm. The state of attrition of the ballast B, the actual thickness of the ballast bed, the axle load of the rolling stock are also parameters for defining the thickness "e". The sole 4, essentially the damping layer 5, is counter-molded 15 on the ballast B, because of the pressure exerted on it (the installation and then the passage of trains). Due to the characteristics of this sole 4, the contact surface between the crossbar 100 and the ballast B is higher than in the state of the art: the contact surface with the ballast B is greater than 25% of the total surface area. 100. For a standard cross member 100 without sole, the actual contact area with the ballast B is less than 7% of the total surface of the crosspiece 100. Thus, at constant length L 100, the distribution of the forces is improved compared to the state of the art. This improvement thus makes it possible, at constant contact pressure this time, to reduce the length L of crosspieces 100, in particular for so-called "heavy" tracks, that is to say, to support a load per axle of material. over 30t (and up to 40 or 50t, or slightly more): for standard gauge (or normal gauge) railroad tracks of 1435mm, it is possible to use sleepers 100 of length L less than 2m30 typically between 2m24 and 2m26, usually against cross members 100 of length L greater than 2m50, typically 2.60m; 3028534 14 - for railroads with metric gauge (1m or 1000mm), it is thus possible to use sleepers 100 of length L less than 2m, typically between 1m86 and 1m94, against usually sleepers 100 length L greater than 2m10 typically 2m20. 5 - for so-called wide railways: o with Russian spacing (1520mm), it is thus possible to use sleepers 100 of length L less than 2m50, o with Iberian gauge (1668mm), it is thus possible to use sleepers 100 of length L less than 2m60, this length less than 2m60 can be generalized to all so-called wide ways. For the other track gauges, it is recalled that the length of the cross member 100 is adapted to the proportion of said spacing according to the following formula: Total length of the cross member (mm) = distance between rails (mm) + 2 x 430mm . The invention thus makes it possible to use reduced lengths of sleepers while allowing reliable operation with heavy loads (greater than 30 tonnes). This reduction in length of crossbar 100 has several advantages: - The installation of railroad tracks is simplified (less volume of material, less ballast, less weight to be transported, simplified handling, reduced width for the platform of the track to be built, etc.), - The cost of construction of the railroad is decreased (from 5 to 10% expected economy), - The radius of curvature of the railroad track can be decreased (see Figures 6a, 6b): indeed, depending on the spacing of sleepers 100 and of their length L, it is possible to define a radius of curvature R minimum, below which it is not feasible to build a railroad track (too close sleepers). Typically, in place of the 2.60 m long length L cross-wound on a minimum radius of curvature R1 (see Figure 6a), it is possible to use rolled 2.25 3028534 15 m (± 1cm) crosspieces. on a minimum radius of curvature R2 (see Figure 6b) which is therefore less than the minimum radius of curvature R1, - The anchoring of the track frame (cross 100 and rail 3) in the ballast B is improved, hence better stability .
    [0017] Attachment of the soleplate to the concrete block The sole 4 under the crossbeam may consist exclusively of the damping layer 5. Nevertheless, it is equally possible to envisage embodiments of the invention, in the context of which the sole 4 under the crosspiece has, in addition to the damping layer 5, additional layers. These may for example be used to reinforce the cushioning layer and to fix the sole 4 under cross at the cross 100 of railroad. It is possible for the sub-base to be glued to the cross-rail or to the outer face, facing the ballast bed thereof. The assembly then further comprises a permanent bonding system between the cross member 100 and the sole 4. The sole 4 is fixed to the lower face 1b of the concrete block 1 of the support 20 preferably according to a method described in document FR 2 935 399, wherein intermingled yarns or fibers 4b extend from the sole 4, on an upper face 4a of the sole, and are intended to be embedded in the concrete block 1. In particular, the son 4b are also attached to the sole 4 being embedded in the material of the sole 4 during its manufacture (Figure 5).
    [0018] The yarns 4b are, for example, made of a corrosion and hydrolysis insensitive material, such as stainless steel or polypropylene or polyamide. They advantageously constitute a set of closed loops, the density of which is advantageously between 2 and 4 loops per cm 2. This density conditions the attachment of the sole 4 on the block 1.
    [0019] As an alternative to the intermingled fiber layer, a flock layer (German flockfaserschicht) may also be located at the flange 4 under a cross-member, said flock layer being similarly compressible in the material. still liquid from a cross 100 of railroad to obtain in this way a form of complementarity connection from the hardened material of the railroad cross and the flock layer or the sole 4 under cross. The flock layer can also be useful when the sole 4 under the crosspiece is fixed by gluing, with the aid of the corresponding adhesive, at the outer face, facing the ballast bed B, of the cross member 100. railroad track. In addition to or as a variant of the layer of fibers used for fastening, underfloor flanges 4 may also have at least one reinforcing layer known per se, preferably also in fibers or in fiber weaving, according to the invention. Annex: the index of semi-plastic material (FIGS. 7 to 14) The damping layer 5, preferably the entirety of the element under test, has, when it is not exposed to a load, in other words before carrying out the load test, preferably a thickness ranging from 5 mm to 20 mm, preferably from 7 mm to 13 mm. Said thickness is a value which represents the thickness of the entirety of the damping layer 5 or the entirety of the element under test. It generally corresponds to approximately an initial thickness OD of the element being tested at the test point, but need not be identical to the test element since the initial thickness OD of The element under test, as explained above, relates exclusively to the test point and is, as a general rule, measured substantially more precisely than is the indicated thickness of the damping layer. 5.
    [0020] In the case of the elements under test, which may consist of the damping layer 5 and are used for the purpose of carrying out the load test mentioned above, said layers serving for fixing at the level of however, preferably, the cross members 100 of the railroad or reinforcement are preferably completely removed. In order to manufacture the test element, they may be removed, for example, by way of example, from the sole 4 under the sleeper, by peeling, cutting, cleavage or other suitable means. without damaging the cushioning layer 5 itself. Once said layers are removed, the element under test is supposed to have, as far as possible, a thickness in the range indicated above. The element being tested is intended to be constructed to have, as far as possible, a plate shape and have an area of 300 mm by 300 mm. The two surfaces 10 of 300 mm by 300 mm respectively of the element under test suitably extend in planes parallel to one another. The contour plate 8 used for carrying out the load test mentioned above may have various configurations. Preferably, it is provided in all cases that both the steel plate and the contour plate completely cover, when carrying out the load test, the 300 mm by 300 mm evoked surfaces of the forming element. the object of the test. The contour plate 8 and the flat steel plate are assumed to be so rigid that they do not deform or only negligibly for the test result upon compression of the element under test.
    [0021] It is also conceivable to use, for the purpose of carrying out the load test, contour plates 8 formed in various ways and comprising various types of raised sections. Preferably, however, as a contour plate 8, a geometric ballast plate according to CEN / TC 256 is used. In principle, the EPM index can be used in carrying out the test. in charge, be defined on the element being tested in a single test point. In any case, it is recommended that it be arranged, as far as possible, not completely on the edge of the element being tested. In order to minimize the impact of unwanted local anomalies in the material of the damping layer 5 and the element under test, on the determination of the EPM index, it can also be provided that in a load test at various test points performed on the element under test, the test steps a) to g) are carried out so as to calculate, from the calculated EPM indices of the test element, so for each test point by formation of the average value, the EPM index of the element under test and thereby the damping layer 5. It is for example possible to implement the test simultaneously in five test points to deduce the average value evoked. The arithmetic mean is used as the average value for this purpose, in other words the sum of the various values divided by the number of the various values. For the purposes of carrying out the load test, a test element 6 is produced from the damping layer 5 in accordance with the top view shown diagrammatically in FIG. preferably extending parallel to each other, 300 mm by 300 mm, respectively. In accordance with the explanations given above, corresponding layers of fibers for fixing or reinforcing layers are correspondingly removed for this purpose, possibly in the case of the soleplate present. The at least one test point 7 is determined in such a way that, as part of the load test set out below, the contour plate 8 having a maximum elevation 10 of one of its raised portions 9 is precisely compressed. said test point 7 against the element under test 6.
    [0022] Figures 8 and 9 respectively illustrate sections of the test element 6 along the section line M of Figure 7. Figure 8 shows the element under test 6 before it is exposed to a load, prior to compression, according to the test step c) of the load test. In this state, the initial thickness OD of the test element is measured at the test point 7, in a direction 11 in a normal or orthogonal manner on the surface 12 of the element making the test element. 6. The surface 12 of the element under test 6 is the surface shown in the top view of FIG. 7, one of the two surfaces having the dimensions 300 mm by 300 mm. When the element under test is not exposed to a load, the initial thickness OD of the element under test 6 corresponds, as a rule, to the test point 7. approximately at the thickness 14 having the values mentioned in introduction t describing the thickness of the element under test 6 on the entire surface 12. In the case of 3028534 19 the thickness 14, it s is a kind of average value. Because of deviations that can be observed locally or because of measurements having various precisions, the thickness OD may vary more or less considerably with respect to the thickness 14 at the test point 7. FIG. unlike FIG. 8, the test item 6 in the test point area 7 twenty minutes after the end of the discharge interval according to the test step e). It is necessary to identify, in the area of the test point 7, a certain residual deformation of the surface 12. Also shown is the instantaneous thickness D20 of the element under test 6 at the test point 7, which is to be measured according to the test step f). Said measurement is to be carried out in the same direction 11 in a normal manner on the surface 12 of the element under test 6, as is the measurement of the initial thickness OD of the element which is the subject of the test. 6. Figure 10 is a diagrammatic representation of the manner in which the compression of the entirety of the test element 6 which has not been previously exposed to the load can be carried out in accordance with FIG. test step c) of the test under load. The element under test 6 which has not been previously exposed to a load is placed for this purpose between a flat steel plate 13 and the contour plate 8 so that one of the surfaces 12 of the The test element is facing the raised portions 9 on the contour plate 8. The opposed steel plate 13 is flat. It therefore has a flat surface, against which rests the element under test 6 during compression. The element under test 6 is found over its entire area, or by two opposite surfaces of respectively 300 mm by 300 mm, at the flat steel plate 13. The contour plate 8 similarly appropriately covers the entire area of the surface 12, facing the test point 7, of the element under test 6. Prior to the beginning of compression, the The element under test 6 is, however, only located at the level of the maximum elevations 10 of the raised portions 9 of the contour plate 8. The elevations 9 are compressed at increasing compression in the element 30 being tested. 6 so that the contact face between the test element 6 and the contour plate 8 increases as the compression increases. Overall, the compression of the element under test is carried out in the test step c) on the entirety of the element under test 3028534 which has not been previously exposed to a test element. charge for a period of 60 seconds. The compression is carried out over a period such that the element under test 6 is compressed, at the test point 7, so as to reach 50% of its initial thickness OD after 60 seconds. The contour plate 8 exerts in this frame with the maximum elevation 10 of the raised portion 9 of the contour plate 8 at the test point 7 a pressure against the element under test 6. Known presses per se can be used for the implementation of the compression. FIG. 10 schematically illustrates only the punches 17 of the press to be moved in the pressure directions 18 during compressing so as to move closer, which move the flat steel plate 13 and the contour plate 8, during the pressure operation, so as to bring them closer, support them or hold them in their position during the test step d). As explained above, it is expected during step d) of the test a continuous maintenance 15 therefore uninterrupted compression, obtained during the test step c) after 60 seconds, the element subject to test 6 for a duration of 12 hours. At the end of the 12 hours, the compression of the element under test 6 is stopped according to the test step d). Subsequently, in test step e), an integral discharge of the test element 6 during the interval dedicated to the 5-second discharge occurs. In the exemplary embodiment illustrated in FIG. 10, the punches 17 are remote in the direction opposite to the pressure direction 18. The compression performed over the duration of 60 seconds according to the test step c) just as the discharge performed during the interval dedicated to the 5-second discharge according to the test step e) are suitably carried out with a linear loading or unloading ramp, preferably in that the punches 17 are moved over the time intervals defined, at constant speed so as to approach, therefore in the direction of pressure 18, or so as to move away from each other, so in the opposite direction to the direction of pressure 18. Once the interval dedicated to the charge elapsed according to the test step e), the test element 6 is again completely discharged. At the test stage f), the state is again discharged 20 minutes after the interval dedicated to the discharge. During these 20 minutes, an elastic return of the material of the element under test 6 takes place, in particular at the test point 7. In order to meet 302 85 34 21 according to the invention the requirements also Although resilient plastics at the level of the damping layer 5, there is however no question in this context of an integral elastic reformation. The deformation thus leaves a certain proportion of elasticity after 20 minutes, so that an EPM index in the range of 10% to 25% is obtained, preferably between 10% and 20%. :), according to the invention. If this is fulfilled, a sole 4 is obtained under the sleeper according to the invention which, according to the invention, meets the elastic and plastic requirements which are contradictory at first sight, so that the sole under the sleeper is on the one hand so elastic that it It guarantees the desired damping effect and thus the protection against vibrations and that it also preserves in a very satisfactory manner the ballast 5 which is retained under the cross member 10 by the plastic proportion of the deformation in the setting. practical implementation of the sole under cross. Once the thickness D20 of the element under test 6 has been measured, which is illustrated schematically in FIG. 9, at the test point 7, at the end of the said 20 minutes once the interval dedicated to the elapsed discharge, it is possible to calculate the EPM index in the test step g) from the initial thickness OD and the instantaneous thickness D20 measured in the test step f). For the purposes of said calculation, the formula providing that the instantaneous thickness D20 is deduced from the initial thickness OD is used. The result of this subtraction is divided by the initial thickness OD, and the result of this division is multiplied by 100%. This gives the EPM index, which according to the invention is said to be in the range of 10% to 25%, preferably in the range of 10% to 20%. FIG. 11 illustrates a top view of a contour plate 8 preferably used during the implementation of the load test or the elevations 9 thereof, in the form of the so-called geometric ballast (geometric ballast plate) according to the CEN / TC 256 standard. It can be seen in FIG. 11 that said contour plate 8 or the geometrical ballast plate has, according to the standard evoked, raised portions 9 of small or large size. surface, in the manner of pyramids. The section line BB of Fig. 11, illustrated in Fig. 12, illustrates a section in the area of the raised portions 9 of large area. The section shown in Fig. 13 along the section line CC illustrates the raised portions 9 of smaller size of said contour plate 8 in a sectional view. The raised portions 9 respectively exceed a base level 19 of the contour plate 8. The raised portions 9 have the maximum distance from said base plane 19 in the maximum elevations. The maximum elevations may be referred to as the vertex or spike of the elevated portions 9. The test point 7 of the element under test 6 rests, as said, at one of said elevations. 10. Since the elevations 9 may also have a rounded surface, the term maximum elevations for the crown area of each raised portion 9 has been chosen. In preferred configuration modes of the contour plate 8, As shown in the illustrated geometrical ballast plate, the maximum elevations of all raised portions 9 have the same difference in height with respect to the base plane 19. In the case of geometric ballast plate according to the CEN standard / TC 256, said height difference 20 is 15 mm. Suitably, this difference in height should, in the case of contour plates 8, used for said evoked load test, be greater than the thickness 14 of the element being tested. FIG. 14 represents a diagram having a time interval between 0 and 80 minutes directly consecutive to the end of the interval dedicated to the 5-second discharge according to the test step e). Embodiments 21, 22 and 23 are shown for various items under test 6. These are examples. Evolution 21 illustrates by way of example a test element 6 or a damping layer 5 which is strongly plastically responsive to the compression of the test element 6 according to the invention. the test step c). Here, a residual deformation R of 27% can also be observed after 60 minutes. Damping layers comprising a material of this type certainly preserve the ballast in a very satisfactory manner, but do not obtain the desired elastic properties and thus do not provide the desired protection against the vibration of the soleplate. An opposite example of a strongly marked behavior at the elastic level of an element under test 6 is illustrated in the course of evolution 23. Here, it is true that a residual deformation of 5% in the form a plastic proportion of the deformation, but it is obtained in fact after 20 minutes. The EPM index corresponds to the residual strain R at the end of the 20 minutes. It can be seen in FIG. 14 that neither the material or element under test 6 exhibiting evolution 21, nor the material or element under test 6 exhibiting the evolution of 23 shows properties according to the invention of the damping layer 5. The evolution of an element subject to the test 6 according to the invention, illustrated by way of example, or a layer of Corresponding damping is designated by reference numeral 22. This results in a residual strain R 20 minutes after the interval dedicated to the deformation elapsed according to the test step e) and therefore an EPM index ranging from about 16 % to 17 ° / (:), almost in the middle of the range according to the invention ranging from 10 to 25%.
    [0023] A cushioning layer 5 having such an EPM index has both the desired elastic characteristics and thus the desired protection against vibration, the desired plastic properties and thus the desired action of preserving the ballast.
    权利要求:
    Claims (17)
    [0001]
    REVENDICATIONS1. Railroad track rail holding assembly, comprising: o A cross member (100) for supporting at least two rails (3), said crosshead comprising at least one block (1), o A footing (4) comprising a semiplastic damping layer (5) intended to be interposed between said block (1) of the cross member (100) and a ballast (B), characterized in that the damping layer (5) has, in the case of carrying out a load test, an EPM index in the range of 10% to 25%, preferably in the range of 10% to 20%, and in that a length (L) less than 2m30.
    [0002]
    2. The assembly of claim 1, characterized in that the damping layer (5) is made of an elastomer, preferably a plastic elastomer, or a mixture of different elastomers, preferably plastic elastomers, or is incorporated.
    [0003]
    3. The assembly of claim 2, characterized in that the elastomer or at least one of the elastomers has polyurethane or rubber, preferably synthetic rubber, or consists of it.
    [0004]
    4. The assembly of claim 1, characterized in that the damping layer (5) has polyurethane or at least a short-chain glycol, hindered.
    [0005]
    5. An assembly according to any one of the preceding claims, wherein said sole (4) comprises a support region (Z1 ') intended to be located under the rail (3), said support region (Z1') having the stiffness dynamic range (bedding modulus) between 0.05 and 0.80 N / mm3, preferably between 0.10 and 0.25 N / mm3. 3028534 25
    [0006]
    6. An assembly according to any one of the preceding claims, wherein the sole regions (4) not intended to be located under the rails (Z2) have a dynamic stiffness (bedding modulus) lower than that of the region of support (Z1 '). 5
    [0007]
    7. An assembly according to any one of the preceding claims, wherein the dynamic stiffness of the regions of the soleplate (4) not being intended to be located under the rails (Z2) is less than 0.05 N / mm3. 10
    [0008]
    8. An assembly according to any one of the preceding claims, wherein the damping layer (5), preferably the entirety of the element under test (6), has, when it / it n is not exposed to a load, before carrying out the load test, a thickness (14) ranging from 5 mm to 20 mm, preferably from 7 mm to 13 mm.
    [0009]
    9. An assembly according to any one of the preceding claims, wherein the sole (4) has the same shape as a basic geometry of the block (1). 20
    [0010]
    10. Assembly according to the preceding claim, wherein the sole (4) has slightly reduced dimensions compared to those of the geometry of the base of the block (1). 25
    [0011]
    11. An assembly according to any one of the preceding claims, further comprising son (4b) extending from the sole (4) and intended to be embedded in the block (1).
    [0012]
    12. An assembly according to any one of the preceding claims, characterized in that the contour plate (8) used during the implementation of the load test is a geometrical ballast plate according to the standard CEN / TC 256. 302 85 34 26
    [0013]
    13. System comprising an assembly as previously described and two rails (3), the two rails being fixed to the cross member and being adapted to allow the movement of rolling stock. 5
    [0014]
    14. The system of claim 13, wherein the rails (3) have a standard spacing of 1435 mm and the crossbar has a length (L) less than 2m30.
    [0015]
    15. System according to claim 13, wherein the rails (3) have a standard spacing of 1000 mm and the crossbar has a length (L) of less than 2 m.
    [0016]
    The system of claim 13, wherein the length of the crossmember in millimeters is given by the following formula: length of the crossmember = distance between rails + 2 x 430, and the crossmember has a length (L) less than 2m30.
    [0017]
    17. Use of a system according to one of claims 13 to 16 for railway tracks called "heavy", that is to say on which circulate trains whose axle load is greater than 30t. .
    类似技术:
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    同族专利:
    公开号 | 公开日
    EP3221515A1|2017-09-27|
    EP3221515B1|2020-07-22|
    ZA201704114B|2019-07-31|
    FR3028534B1|2016-12-09|
    AU2015348291B2|2020-07-09|
    BR112017010396A2|2017-12-26|
    AU2015348291A1|2017-07-13|
    WO2016079261A1|2016-05-26|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE10149308A1|2001-10-01|2003-04-17|Rst Rail Systems And Technolog|Railway track foundation has supplementary layer of random fibre web|
    EP2108738A1|2008-04-11|2009-10-14|Manfred T. Kalivoda|Sleeper sole|
    FR2935399A1|2008-09-02|2010-03-05|Sateba Systeme Vagneux|Tie plate for connecting concrete block of monoblock or double-block crossbar of railway track rail and ballast, has cords drowned inside concrete block, and strip whose lower face is placed against cords, where lower face has hardness|US10597826B2|2014-11-19|2020-03-24|Getzner Werkstoffe Holding Gmbh|Sleeper pad|AT505180B1|2007-04-06|2009-03-15|Semperit Ag Holding|COATING MATERIAL FOR DIRECT CONNECTION TO A CONCRETE COMPONENT|WO2017178033A2|2016-04-10|2017-10-19|جميل ميخائيل عودة الساحوري،|Plastic bed|
    CN108442184B|2018-03-14|2019-11-05|东南大学|A kind of periodic structure subway vibration-damping ballast production method|
    CN108442185B|2018-03-30|2019-10-25|东南大学|A kind of compound railway roadbed and preparation method thereof of vibration damping and vibration isolation bandwidth regulation|
    CN111088727B|2019-12-06|2021-10-01|武汉纺织大学|High-weather-resistance and high-strength composite structure sleeper and preparation method thereof|
    法律状态:
    2015-11-16| PLFP| Fee payment|Year of fee payment: 2 |
    2016-05-20| PLSC| Publication of the preliminary search report|Effective date: 20160520 |
    2016-11-09| PLFP| Fee payment|Year of fee payment: 3 |
    2017-11-10| PLFP| Fee payment|Year of fee payment: 4 |
    2019-11-14| PLFP| Fee payment|Year of fee payment: 6 |
    2020-11-26| PLFP| Fee payment|Year of fee payment: 7 |
    2021-10-06| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1461185A|FR3028534B1|2014-11-19|2014-11-19|SHORT TRAVERSE COMPRISING A SEMI-PLASTIC SOLE|FR1461185A| FR3028534B1|2014-11-19|2014-11-19|SHORT TRAVERSE COMPRISING A SEMI-PLASTIC SOLE|
    BR112017010396A| BR112017010396A2|2014-11-19|2015-11-19|arranging a sleeper on a ballast bed by means of an elastoplastic sleeper cushion|
    EP15797349.6A| EP3221515B1|2014-11-19|2015-11-19|Sleeper arrangement in a ballast bed comprising an elasto-plastic intermediate layer|
    PCT/EP2015/077156| WO2016079261A1|2014-11-19|2015-11-19|Arrangement of a sleeper in a ballast bed by means of an elasto-plastic soleplate|
    AU2015348291A| AU2015348291B2|2014-11-19|2015-11-19|Arrangement of a sleeper in a ballast bed by means of an elasto-plastic soleplate|
    ZA2017/04114A| ZA201704114B|2014-11-19|2017-06-15|Arrangement of a sleeper in a ballast bed by means of an elasto-plastic soleplate|
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