• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Concrete element, manufacturing process and its use as a vibrating barrier on railway tracks. The present invention discloses a concrete element for attenuating vibrations in railway tracks having a hollow parallelepipedic shape, said concrete comprising: (a) cement; (b) water; (c) fine aggregates; (d) mixed aggregates; (e) coarse aggregates; (f) rubber from tires out of use (hereinafter, NFU); and (g) monofilamented polypropylene fibers. The present invention also relates to a manufacturing process, and use as a vibrating barrier on railway tracks. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2732675A1
    申请号:ES201830493
    申请日:2018-05-22
    公开日:2019-11-25
    发明作者:Herraiz Teresa Pilar Real；Giner Beatriz Baydal；Palomo Miriam Labrado；Llario Francesc Ribes；Rosell Ernesto Alejandro Colomer；Bru Ana Sancho；Arnao Adrian Zornoza；Herraiz Julia Irene Real
    申请人:Digitalia Soluciones Estructurales S L；
    IPC主号:
    专利说明:

    [0001]
    [0002] Concrete element, manufacturing process and its use as a vibrating barrier on railway tracks
    [0003]
    [0004] The present invention relates to the civil engineering sector, in particular it refers to an element manufactured from a specific concrete composition, which can be used as a barrier to vibrations caused in railway environments. The present invention further relates to a process for its manufacture, installation and use.
    [0005]
    [0006] Fundamentally in the urban environment, the transmission of vibrations caused in the railway environment is a problem of both noise and safety pollution. Different devices and methods are known that have been designed to dissuade or act as a barrier against vibrations in railway environments, mainly when they take place in urban environments.
    [0007]
    [0008] The vibratory phenomenon in the field of railway engineering occurs in three phases: generation, transmission and propagation. The origin of the vibrations (generation) by the passage of a railway vehicle takes place from the interaction of the vehicle itself with the track, specifically, the generation of these vibrations occurs in the contact area between the wheel and the rail. From this point, the energy transmitted by the train to the track is manifested in different ways, among which the vibrations stand out. Depending on the main generation mechanisms in each case, the vibrations will have different characteristics, in terms of amplitude and / or frequency values. These generation mechanisms depend fundamentally on the movement of the “quasi-static” load or the dynamic forces caused by different defects found both in the wheel and in the rail.
    [0009]
    [0010] “Quasi static” load is understood as that generated by the displacement of the mass of the train along the flexible system through the ground. In this way, the weight of an alleged stopped train creates a static deformation at the points on which the wheels rest, the value of which will depend on the mechanical properties of the track. From the vibratory point of view, when the train moves, the deformation excites each of these points generating waves that propagate to a nearby environment, approximately up to a quarter of a wavelength from the track, whose approximate value is usually stay established in the order of 10 m from the rails. In any case, both the vibration frequencies generated by this type of load and its magnitude will basically depend on aspects such as the structure and weight of the vehicle, the speed of movement or the load transmitted by axle.
    [0011]
    [0012] With respect to the dynamic forces, they are those generated in the wheel-rail contact zone from the combination of the irregular rail profile and the imperfections in the wheel, as well as the rigidity changes generated in the track package, by example, in the soil-structure transition, appearance of the mischievous dance phenomenon, among others. Its importance in the railway field occupies a prominent position, because depending on the magnitude of the damage, they may reach a magnitude several times greater than the static value of the train's weight.
    [0013]
    [0014] As for the frequencies recorded in the generation phase, the lower frequencies are due to movement phenomena of the vehicle itself, while the intermediate frequencies, which will be the ones that will have the most effect on nearby people and infrastructure, must be to resonance phenomena between wheel and rail, the passage of sleepers and wheel defects such as planes and oval wheels. Finally, the higher frequencies are due to corrugation, both of the wheel and of the rail head.
    [0015]
    [0016] Once the vibrations in the contact between the wheel and the rail are generated, they are transmitted through the superstructure of the track (transmission phenomenon) to continue on its way through the ground (propagation phenomenon). The importance of the phenomenon of transmission is key in the vibrational phenomenon, since it will be the first obstacle to the advance of the waves. Fundamentally, there are three parameters that influence the transmission of vibrations through the superstructure: the constitutive ones, which are those linked to the wheel-rail assembly, the inertia, the mass, the stiffness and the dissipation coefficient, the structural ones, which they are those that contribute to the phenomenon based on the configuration, both in the functional order of the vehicle and the railway superstructure, and the kinematics, which are those related to the speed of passage of the train. Finally, as for the propagation phase, it will be strongly influenced by the type of medium in which it takes place, stratified or homogeneous elastic.
    [0017]
    [0018] Given this situation, many public authorities have been obliged to legislate in this regard, trying to minimize the inconvenience and conditions that the vibratory phenomenon can generate in the railway field.
    [0019] There are essentially two mechanisms to mitigate vibratory waves: by absorption of the waves and by the cutoff frequency. As for the first, the dissipation elements of the vibratory systems are those that force the loss of energy from it. In addition, these elements have as characteristic a relationship between an applied force and the corresponding speed response. This type of elements has certain special characteristics since it is considered that they have no inertia, nor means of storing or releasing potential energy. The mechanical movement imparted to these elements is converted into heat or sound and, therefore, they are called non-conservative or dissipative because the mechanical system cannot recover this energy.
    [0020]
    [0021] Regarding the cutoff frequency, it refers to the existence of a frequency below which the waves are not transmitted. For this, it is necessary to study how the vibratory response of the system varies depending on the frequency at which the excitation acts. Therefore, for a vibration mitigation measure to be effective in any scenario, this must be a solution with the ability to adapt its attenuation system to each type of operation and to each specific situation. There is currently no system that has such a basic characteristic of adaptability, since by its very nature the current systems only act at very specific and limited intervals.
    [0022]
    [0023] The solutions applied to date in both conventional and plate tracks can be divided fundamentally into fasteners and ditches parallel to the track. The fasteners are designed to keep both the skate and the rail core fixed. In this way it is possible to reduce the vibrations of the rail and, consequently, the vibrations transmitted to the environment. These types of fasteners produce a reduction in vibrations in the 1/3 octave band of 31.5 Hz of about 12 dB. As for the ditches executed in parallel to the track, these can be filled with other materials or directly disposed empty. These ditches cause a change in the impedance of the terrain, which causes the reflection of part of the waves, and cannot be transmitted to the environment. For this last solution, vibration attenuation levels of approximately 14 dB have been detected for a frequency of 25 Hz. On the other hand, in the case of high frequencies, vibration amplification phenomena have been recorded.
    [0024]
    [0025] There is also another type of solution, which is used specifically for cases of conventional or plaque. In this solution an elastomeric base is arranged under the sleepers. The placement of these elastomeric blankets can achieve a decrease in vibrations in the 1/3 octave band of 31.5 Hz of 5 dB, and in the 63 and 80 Hz bands a reduction of 10 dB. As for elastomeric blankets, these are placed at the base of the ballast. The use of them on surface roads requires the placement of an asphalt layer that makes the embankment more rigid, as well as the placement of a stirrup on one of the two sides of the road to stabilize the ballast. This solution has achieved vibration reductions in the 1/3 octave band of 40 Hz of 10 dB.
    [0026]
    [0027] In the case of plate tracks, the most common solutions are structures supported on rigid layers and sleepers wrapped in elastic drawers. The structures supported on rigid layers consist of the support of the plate track on asphalt or concrete layers. In this case the sleepers rest directly on these layers. Depending on the manufacturer, reductions of 5 dB have been achieved for frequencies from 40 to 50 Hz, to reductions of vibrations in the frequency band from 40 to 160 Hz of around 7 dB, although it is also true that vibrations can occur amplified for vibrations not included in the frequency range.
    [0028]
    [0029] As for the sleepers wrapped in elastic drawers, this solution consists of placing concrete sleepers in elastic drawers, which completely wrap the sleeper itself. The assembly of the sleeper with its elastic wrap is embedded in the concrete slab of the plate track. The effectiveness of this solution is also influenced by the manufacturer. Reductions of around 10 dB are achieved for frequencies around 40 Hz, up to the same degree of reduction for vibrations but for frequencies around 100 Hz.
    [0030]
    [0031] As explained above, the different solutions in the prior art are applied in very specific scenarios and do not work in the wide range of situations in which it is necessary to attenuate the vibrations.
    [0032]
    [0033] The present inventors after extensive research have developed an element made of a specific concrete composition, which responds to the needs of vibration attenuation in any scenario. The procedure for attenuating the vibrations used by said concrete element is based on the use of said elements in modular form, which have the form of a rectangular prism with a central hole and are adapted to each type of operation and specific situation.
    [0034] The present invention will be described based on the attached figures in which:
    [0035]
    [0036] Figure 1 shows a perspective view of an embodiment of the concrete element to attenuate the railway vibrations of the present invention.
    [0037]
    [0038] Figure 2 shows a cross section corresponding to the concrete element for the attenuation of vibrations of the present invention installed in the field.
    [0039]
    [0040] Figure 3 shows a cross-sectional view corresponding to the concrete element for the attenuation of vibrations of the present invention in which an assembly possibility has been applied.
    [0041]
    [0042] Figure 4 shows a perspective view of the environment in which the concrete elements for vibration attenuation of the present invention are installed.
    [0043]
    [0044] As described above, a first object of the present invention is a concrete element to attenuate railway vibrations, characterized in that it has a hollow parallelepipedic shape and in that said concrete comprises: (a) cement; (b) water; (c) fine aggregates; (d) mixed aggregates; (e) coarse aggregates; (f) rubber from tires out of use (hereinafter, NFU); and (g) monofilamented polypropylene fibers.
    [0045]
    [0046] Preferably, said cement is gray cement recommended for structural and precast concrete. This cement provides a normal resistance between 42.5 and 62.5 MPa, and has a greater resistance at all ages. Preferably, the amount of cement in the concrete is in the range between 225 and 325 kg per m3 of concrete, more preferably between 250 and 300 kg per m3 of concrete.
    [0047]
    [0048] Preferably, the amount of water in the concrete of the present invention is in the range between 100 and 200 kg per m3 of concrete, more preferably between 115 and 150 kg per m3 of concrete.
    [0049]
    [0050] In addition, the use of a water / cement ratio in the range between 0.3 and 0.7 is contemplated.
    [0051]
    [0052] In the present description the term "fine aggregate" refers to aggregates with a particle size between 0.1-4 mm. Preferably, said fine aggregates used in the Concrete of the present invention are crushed sand and / or washed sand. The main difference between the two is the amount of fines (<0.063 mm) found in crushed sand, 16% being in crushed sand. The fine aggregate used in the present invention has a density between 2.1 and 2.9 g / cm3. The fine aggregate provides the concrete of the present invention with cohesion and bonding with the rest of the inputs added, especially the NFU and the polypropylene fibers.
    [0053]
    [0054] Preferably, the amount of fine aggregates in the concrete of the present invention is in the range between 600 and 1000 kg per m3 of concrete, more preferably between 650 and 900 kg per m3 of concrete.
    [0055]
    [0056] In the present invention the term "mixed aggregate" refers to aggregates with a particle size between 4-10 mm. The mixed aggregate used in the present invention will have a density between 2.1 and 2.9 g / cm3. The mixed aggregate provides the concrete with a continuity in its granulometric curve, which translates into a decrease in the risks of segregation of the concrete, and a greater overall homogeneity of the whole. Both factors are very important in relation to a mixture that incorporates inputs with densities as different as NFU rubber or fibers.
    [0057]
    [0058] Preferably, the amount of mixed aggregates in the concrete of the present invention is in the range of 200 and 300 kg per m3 of concrete, more preferably between 210 and 250 kg per m3 of concrete.
    [0059]
    [0060] Furthermore, in the present description the term "coarse aggregate" refers to aggregates with a particle size of 10-16 mm. The coarse aggregate used in the present invention will have a density between 2.1 and 2.9 g / cm3. Preferably, the coarse aggregate used in the concrete of the present invention is gravel. The maximum size of coarse aggregates was limited to 16 mm in order to subsequently achieve a good exterior finish in concrete molds, as well as to avoid incompatibilities with the reinforcement to be installed. Preferably, the amount of coarse aggregates in the concrete of the present invention is in the range between 550 and 900 kg per m3 of concrete, more preferably between 600 and 800 kg per m3 of concrete.
    [0061]
    [0062] In the present invention, the term "NFU rubber" refers to rubber from out-of-use tires cut with a grain size of 1-4 mm, in its fine version, or 10-16 mm, in its thick version. The NFU rubber used in the present invention will have a density between 0.2 and 0.8 g / cm3. NFU rubber is added to the concrete mix to improve the absorbent properties of the material, and thus improve its ability to mitigate vibrations. Preferably, the amount of NFU rubber in the present invention is in the range of 0.5 and 100 kg per m3 of concrete, and more preferably between 8 and 47 kg per m3 of concrete.
    [0063]
    [0064] The monofilamented polypropylene fibers used in the concrete of the present invention prevent cracking and plastic shrinkage. In addition, it improves its fire resistance. Preferably, the amount of monofilamented polypropylene fibers in the concrete of the present invention is in the range between 0.1 and 1.5 kg per m3 of concrete, more preferably between 0.5 and 1.0 kg per m3 of concrete.
    [0065]
    [0066] Taking into account the above, the concrete element to attenuate the railway vibrations of the present invention has a compressive strength between 25 and 40 MPa, an indirect tensile strength between 2 and 5 MPa, a modulus of elasticity between 25 and 35 GPa, and a damping coefficient between 0.9 and 2.5%.
    [0067]
    [0068] Preferably, the concrete element for attenuating railway vibrations has a height between 0.5 and 4 meters, a width between 0.3 and 0.6 meters, a length between 1.5 and 10 meters and a thickness between the outer face and interior space between 0.05 and 0.15 meters, depending on the specific application that is to be used.
    [0069]
    [0070] The concrete element of the present invention may have a longitudinal reinforcement on the upper face, a longitudinal reinforcement on the lower face, fences and leather reinforcements on each side wall.
    [0071]
    [0072] The concrete element to attenuate the railway vibrations of the present invention adapts to the needs of vibration attenuation in any scenario, thanks to its ability to combine the attenuation mechanisms of cut-off and absorption frequency. In addition, it can be integrated around the railway infrastructure using standard technological means with technical and economic efficiency.
    [0073]
    [0074] In a further aspect, the present invention discloses a method for manufacturing the concrete element to attenuate railway vibrations characterized by comprising the steps of:
    [0075] a) Prepare the concrete in a kneader;
    [0076] b) Cure said concrete between 0.1 and 28 days
    [0077] c) Stack the pieces obtained protecting the edges and contact points between pieces.
    [0078]
    [0079] Preferably, in said process the cementing material will be introduced into the kneader first than the rest of the concrete components.
    [0080]
    [0081] Preferably, in said process the conventional aggregate and the NFU rubber will be provided previously premixed.
    [0082]
    [0083] Also preferably, in said process the addition of water in the concrete manufacturing process will be carried out in different spills. Preferably, the monofilamented polypropylene fibers will be added last.
    [0084]
    [0085] The protection of concrete elements can be done by tarpaulins or any rigid or elastomeric material. In its manufacture, expanded polystyrene will be placed inside the concrete element, as a formwork, to achieve the desired gap. The curing time of each piece varies according to the type and destination of said hollow concrete drawer.
    [0086]
    [0087] For subsequent handling and installation, it is convenient to give this element a male - female finish at the front and rear.
    [0088]
    [0089] In a further aspect, the present invention relates to the use of the concrete element, mentioned above, for the attenuation of railway vibrations.
    [0090]
    [0091] On the excavation of the trench, in case of unstable, not very competent or special features (for example, existence of a water table), a regularization layer of concrete will preferably be poured to the bottom to ensure the correct disposition of the elements of concrete.
    [0092]
    [0093] Preferably, a sealant is used at the joints between the different concrete elements or any type of measure that prevents the entry of water into said elements. More preferably, said sealant is grout of cement, mortar or waterproofing polymers such as PVC.
    [0094] Said filling of step d) of the process of the present invention will not be greater than 10 cm above the concrete element and will have the objective of not seeing said elements that make up the anti-vibration barrier.
    [0095]
    [0096] With the process of the present invention it is possible to create a stable structure as a whole, fully integrated in the railway environment, capable of acting as an effective barrier against vibrations.
    [0097]
    [0098] The present invention will be explained below based on the figures and examples, by way of explanation but not limitation.
    [0099]
    [0100] Figure 1 shows a perspective view of an embodiment of the concrete element to attenuate the railway vibrations of the present invention. In said figure, the concrete element -1- has a hollow parallelepipedic shape, that is, a hollow prism shape. Figure 2 shows said concrete element -1-, in this embodiment having a reinforcement -2-. The hole -3- is also observed inside said concrete element -1-, as well as the surrounding terrain -4- and the surface -5-.
    [0101]
    [0102] Figure 3 shows a cross-sectional view corresponding to the concrete element for the attenuation of vibrations of the present invention in which an assembly possibility has been applied. The upper longitudinal reinforcement -1’-, the fences with separation -2’-, the lower longitudinal reinforcement -3’-, and the leather reinforcement for each lateral wall -4’- are observed.
    [0103]
    [0104] Figure 4 shows a perspective view of the environment in which the concrete elements for vibration attenuation of the present invention are installed. It is observed, the railway track -6-, the concrete elements -1- joined together and an adjoining building -7-.
    [0105]
    [0106] EXAMPLE 1. Choice of the shape of the element to attenuate the railway vibrations of the present invention
    [0107]
    [0108] For the choice of the shape of the element to attenuate the railway vibrations of the present invention said elements were prepared in three different ways:
    [0109] 1 - Solid parallelepipedic form;
    [0110] 2 - Hollow parallelepipedic form; Y
    [0111] 3 - Solid slab
    [0112]
    [0113] The first two were placed in trenches parallel to the railway, while the solid slab was placed under the infrastructure.
    [0114]
    [0115] To determine which form provides a more effective response, a methodology based on the study of sound wave attenuation in acoustic engineering was followed. Thus, the degree of attenuation was measured by the insertion coefficient. The insertion coefficient indicates that insertion losses represent the reduction that a vibration undergoes when a material is inserted between the emitter and the receiver. Insertion losses are due to a combination of the vibration reflected by the material and the vibration absorbed by it.
    [0116]
    [0117] The study focused primarily on the horizontal propagation of vibrations since it is expected that there are elements likely to suffer the damage of mechanical waves.
    [0118]
    [0119] Based on the previous information, it was decided to evaluate the variation in the dynamic response at two control points, called A (represents the emitting source because it is the last control point found in the superstructure) and B (point that represents the receiver for being outside the zone of variation of distances of the solutions in trench).
    [0120]
    [0121] The results obtained were the following:
    [0122]
    [0123] Form 1 was favorable in terms of vibration reduction compared to the application of any type of anti-vibration measures. Its effectiveness increases with the distance to the track and the depth. The most efficient results were obtained from a distance of 1.5 meters at the foot of the sidewalk. In attenuation of accelerations, the average tendency with the increase of the distance results from the order of double the influence on the total improvement with respect to the increase of the depth. In the case of speeds, the influence of both factors is very similar and close to 1 dB / m of improvement.
    [0124]
    [0125] Form 2 provided an attenuating response very similar to form 1, although it showed better average results for distances close to the track of up to 1.34 meters of the foot of bench. The increase in depth was favorable both in accelerations and speeds, but, unlike form 1, the increase in distance is unfavorable and with a weight of the order of twice the depth in accelerations and similar in velocities. Optimum results in terms of dB of improvement per meter are given for the smallest depth and maximum track separations of 1.5 meters, with low circulation speeds.
    [0126]
    [0127] Form 3 did not show a response as favorable as forms 1 and 2 placed in trench in terms of vibration attenuation. In the majority of cases processed it has produced results of amplification of the response at the control points regarding a situation of not putting vibratory barriers. In terms of accelerations it is only possible to find favorable cases for some of the scenarios in which it replaces the sub-ballast layer or is at a certain depth - 1.5 meters - on the platform. That is, for the proposed scenarios, the intermediate depths cause an increase in excitation due to the interaction between the reflected wave and the incident that produces unfavorable effects by not having a lateral vertical barrier.
    [0128]
    [0129] For the final selection of the solution related to this invention, a multicriteria analysis was carried out in which three fundamental aspects were considered: reduction in vibration attenuation, economy and not compromising the stability of the track. The results obtained showed the alternative hollow ditch drawer as the best positioned among the three possible. It was a very balanced solution that combined good results in all the scenarios processed, slight improvement in the stability of the road with respect to the null solution and, by far, the lowest cost.
    [0130]
    [0131] EXAMPLE 2. Preparation of different types of concrete for the manufacture of the elements to attenuate railway vibrations according to the present invention
    [0132]
    [0133] 6 different mixtures were prepared (designated MIXTURE 1, MIXTURE 2, MIXTURE 3, MIXTURE 4 and MIXTURE 5, according to the following tables 1 to 5 below:
    [0134]
    [0135] Table 1
    [0136]
    [0137]
    [0138]
    [0139] Table 2
    [0140]
    [0141]
    [0142] Table 3
    [0143]
    [0144]
    [0145] Table 4
    [0146]
    [0147]
    [0148]
    [0149]
    [0150] Table 5
    [0151]
    [0152] EXAMPLE 3. Results of the tests performed on the mixtures prepared in the previous example
    [0153]
    [0154] The 5 mixtures prepared in Example 2 were tested for compressive strength, elastic modulus, indirect traction and damping coefficient. The results for each of these trials are shown below.
    [0155]
    [0156]
    [0157]
    [0158] Table 6. Compressive strength of the different prepared concrete mixtures.
    [0159]
    [0160] Table 7. Elastic module of the different prepared concrete mixtures.
    [0161]
    [0162]
    [0163]
    [0164] Table 8. Concrete traction of the different prepared mixtures.
    [0165]
    [0166]
    [0167]
    [0168] Damping coefficient of the different prepared concrete mixtures Tables 6, 7, 8 and 9 show values of compressive strength, elastic modulus, indirect tensile strength and damping coefficient of the different prepared mixtures. Once the concrete is characterized in terms of mechanical competence, the concrete damping coefficient test provides the material's ability to mitigate vibrations. From the previous results and in terms of damping coefficient, it is observed that it is better to use polypropylene fibers as opposed to the option of not using them.
    [0169]
    [0170] From the previous results and in terms of damping coefficient, the preference is observed that it is better to use NFU rubber over the option of not using it and, in addition, to use NFU rubber and polypropylene fibers in combination in the concrete mixture.
    [0171]
    [0172] EXAMPLE 4. Procedure for attenuation of railway vibrations according to the present invention
    [0173]
    [0174] A concrete element 1.2 meters high, 0.5 meters wide, 2 meters long and 0.1 meters thick was prepared. A 26-meter long ditch was excavated, in which 13 units of the concrete elements were installed, which was located at a distance of approximately 2 meters from the railway line due to the requirements of the railway administrator.
    [0175]
    [0176] From accelerometers arranged at 1.5 meters and 3 meters, respectively, from the vibration barrier, records were taken and the following results were achieved:
    [0177]
    [0178] - In the frequency domain: The results were centered within the range of frequencies of interest between 0 and 100 Hz. It was found that for intervals such as 20-40 Hz or 50-70 Hz, acceleration reductions of more were achieved. of 1500%.
    [0179]
    [0180] - In the time domain: Between the control points before and after the barrier, the amplitude of the vertical accelerations has been reduced by almost 1000% compared to not having provided any measures. It translates into a gain greater than 8 and 13 dB respectively.
    [0181]
    [0182] While the invention has been presented and described with reference to an embodiment of the same, it will be understood that this is not limiting of the invention, so that multiple variables, construction details or others may be apparent that may be evident to the technicians of the sector after interpreting the subject matter disclosed in the present description, claims and drawings Thus, all variants and equivalents will be included within the scope of the present invention if they can be considered to be within the broadest scope of the following claims.
    权利要求:
    Claims (34)
    [1]
    1. Concrete element to attenuate railway vibrations, characterized in that it has a hollow parallelepipedic shape and that said concrete comprises: (a) cement; (b) water; (c) fine aggregates; (d) mixed aggregates; (e) coarse aggregates; (f) rubber from tires out of use (hereinafter, NFU); and (g) monofilamented polypropylene fibers.
    [2]
    2. Concrete element for attenuating railway vibrations, according to claim 1, characterized in that said cement has a normal strength between 42.5 and 62.5 MPa.
    [3]
    3. Concrete element for attenuating railway vibrations, according to claim 1 or 2, characterized in that the amount of cement in said concrete is in the range between 225 and 325 kg per m3 of concrete.
    [4]
    4. Concrete element to attenuate railway vibrations, according to claim 3, characterized in that the amount of cement in said concrete is in the range between 200 and 300 kg per m3 of concrete.
    [5]
    5. Concrete element to attenuate railway vibrations, according to any of the preceding claims, characterized in that the amount of water in said concrete is in the range between 100 and 200 kg per m3 of concrete.
    [6]
    6. Concrete element to attenuate railway vibrations, according to claim 5, characterized in that the amount of water in said concrete is in the range between 115 and 150 kg per m3 of concrete.
    [7]
    7. Concrete element to attenuate railway vibrations, according to any of the preceding claims, characterized in that the proportion of water / cement in said concrete is in the range between 0.3 and 0.7.
    [8]
    8. Concrete element to attenuate railway vibrations, according to any of the preceding claims, characterized in that the amount of fine aggregates in said concrete is in the range between 600 and 1000 kg per m3 of concrete.
    [9]
    9. Concrete element for attenuating railway vibrations, according to claim 8, characterized in that the amount of fine aggregates in said concrete is in the range between 650 and 900 kg per m3 of concrete.
    [10]
    10. Concrete element for attenuating railway vibrations, according to any of the preceding claims, characterized in that the amount of mixed aggregates in said concrete is in the range between 200 and 300 kg per m3 of concrete.
    [11]
    11. Concrete element to attenuate railway vibrations, according to claim 10, characterized in that the amount of mixed aggregates in said concrete is in the range between 210 and 250 kg per m3 of concrete.
    [12]
    12. Concrete element to attenuate railway vibrations, according to any of the preceding claims, characterized in that the amount of coarse aggregates in said concrete is in the range between 550 and 900 kg per m3 of concrete.
    [13]
    13. Concrete element for attenuating railway vibrations, according to claim 12, characterized in that the amount of mixed aggregates in said concrete is in the range between 600 and 800 kg per m3 of concrete.
    [14]
    14. Concrete element to attenuate railway vibrations, according to any of the preceding claims, characterized in that said rubber from NFU has a density between 0.2 and 0.8 g / cm3.
    [15]
    15. Concrete element for attenuating railway vibrations, according to any of the preceding claims, characterized in that the amount of said rubber coming from NFU in said concrete is in the range between 0.5 and 100 kg per m3 of concrete.
    [16]
    16. Concrete element for attenuating railway vibrations, according to claim 15, characterized in that the amount of said rubber from NFU in said concrete is in the range between 8 and 47 kg per m3 of concrete.
    [17]
    17. Concrete element for attenuating railway vibrations, according to any of the preceding claims, characterized in that the amount of monofilamented polypropylene fibers in said concrete is in the range between 0.1 and 1.5 kg per m3 of concrete.
    [18]
    18. Concrete element for attenuating railway vibrations, according to claim 17, characterized in that the amount of monofilamented polypropylene fibers in said concrete is in the range between 0.5 and 1.0 kg per m3 of concrete.
    [19]
    19. Concrete element to attenuate railway vibrations, according to any of the preceding claims, characterized in that said concrete element has a compressive strength between 25 and 40 MPa, an indirect tensile strength between 2 and 5 MPa, a modulus of elasticity between 25 and 35 GPa, and a damping coefficient between 0.9 and 2.5%.
    [20]
    20. Concrete element to attenuate railway vibrations, according to any of the preceding claims, characterized in that said concrete element has a height between 0.5 and 4 meters, a width between 0.3 and 0.6 meters, a length between 1.5 and 10 meters and a thickness between the outer face and inner space between 0.05 and 0.15 meters.
    [21]
    21. Concrete element for attenuating railway vibrations, according to any of the preceding claims, characterized in that said concrete element is a longitudinal reinforcement on the upper face, a longitudinal reinforcement on the lower face, fences and leather reinforcements on each side wall. .
    [22]
    22. Method for manufacturing the concrete element to attenuate railway vibrations, according to claims 1 to 21, characterized in that it comprises the steps of:
    a) Prepare the concrete in a kneader;
    b) Cure said concrete between 0.1 and 28 days; Y
    c) Stack the pieces obtained protecting the edges and contact points between pieces.
    [23]
    23. Method according to claim 22, characterized in that the cementing material is introduced into the kneader first than the rest of the concrete components.
    [24]
    24. A method according to claim 22 or 23, characterized in that the conventional aggregate and the NFU rubber is provided previously premixed.
    [25]
    25. Method according to any of claims 22 to 24, characterized in that the water is added in different spills and the polypropylene monofilament fibers are added last.
    [26]
    26. Method according to any of claims 22 to 25, characterized in that the protection of the concrete elements is carried out by tarpaulins or any rigid or elastomeric material.
    [27]
    27. Method according to any of claims 22 to 26, characterized in that expanded polystyrene is placed inside the concrete element, as a formwork, to achieve the desired gap.
    [28]
    28. Method according to any of claims 22 to 27, characterized in that for its subsequent handling and installation, said concrete element is given a male-female finish in the front and rear.
    [29]
    29. Procedure for the attenuation of railway vibrations, which uses the concrete element, according to claims 1 to 21, characterized in that it comprises the steps of:
    a) prepare the concrete element with a hollow parallelepipedic shape and with a specific concrete composition;
    b) dig a ditch up to 1.3 m deep, leaving a lateral margin between 10 and 20 cm between the trench wall and the concrete element, at a distance of 1.25 times the Rayleigh wavelength between the railway track and said ditch;
    c) placing said concrete elements in the trench joined together; Y
    d) fill the ditch with the same material obtained in the excavation.
    [30]
    30. Method according to claim 29, characterized in that a regularization layer of concrete is poured at the bottom of the trench to ensure the correct arrangement of the concrete elements.
    [31]
    31. Method according to claim 29 or 30, characterized in that a sealant is used in the joints between said concrete elements.
    [32]
    32. Method according to any of claims 29 to 31, characterized in that said sealant is grout of cement, mortar or waterproofing polymers such as PVC.
    [33]
    33. Method according to any one of claims 29 to 32, characterized in that said filling of step d) shall not exceed 10 cm above the concrete element so as not to leave those elements that make up the anti-vibration barrier seen.
    [34]
    34. Use of the concrete element, according to claims 1 to 21, for the attenuation of railway vibrations.
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    同族专利:
    公开号 | 公开日
    ES2732675B2|2020-04-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4094380A|1976-06-03|1978-06-13|Chiyoda Chemical Engineering & Construction Co., Ltd.|Multi layer sound-proofing structure|
    US5173012A|1989-07-15|1992-12-22|Clouth Gummiwerke Aktiengesellschaft|Ground-borne noise and vibration damping|
    WO2002095135A1|2001-05-17|2002-11-28|Toray Industries, Inc.|Sound-proof wall made of frp, and method of producing the same|
    CN107445551A|2017-08-28|2017-12-08|四川双铁科技有限公司|A kind of integral type sound barrier column and preparation method thereof|
    CN107445553A|2017-08-28|2017-12-08|四川双铁科技有限公司|A kind of sound barrier backboard concrete and sound barrier backboard|
    法律状态:
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