DE19924891C1 - Permanent way rail mounting has acoustic dampers in the spaces under the rail and to the side of the rail with the smaller side space widening away from the rail to prevent the rail tilting out of place - Google Patents

Abstract

The acoustic damping at the rail mounting, for a railway permanent way, has elastic dampers (11,12) of an elastomer (9) in the spaces between the sole plate (6) and the support surface (32) of the sleeper under the rail (2) and outside the rail, with a smaller space (13) outside the rail. The dimensions of the second space (13) are set so that the gap between the sole plate (6) and the sleeper support surface (32) increases along the line away from the track. The thickness (14) of the damper (12) in the second space (13) increases along the line away from the track, or is constant. A hard plastics plate (7) lies directly under the rail (2) over the sole plate (6).

Description

The invention relates to a sound-absorbing rail bearing according to the preamble of claim 1. Such rail bearings are used to transmit structure-borne noise to the To prevent underground as much as possible. Problematic is that the insulation elements for good structure-borne noise insulation must have a flat spring characteristic from which there is a large amount of travel when the rail is compressed under load surrender. With these large travel distances, it is difficult Stabilize the rail against lateral tilting.

A sound absorbing rail bearing according to the generic term of Claim 1 is known from DE 44 41 561 A1. Here basic constructive means are shown with which the sideways tilting of the rail from the track on large ones  Is effectively prevented. To do this are between a slat plate and a bearing surface of the rail bearing in addition to the first insulation elements with a first spring characteristic for vertical compression of the last plate additional second Insulating elements with a second spring characteristic for vertical Compression of the slat plate provided. Here are the first Insulation elements arranged below the rail, while the second insulation elements are outside the track, i.e. in one Area in which there is a tilting of the rail or the strips plate due to the effective lever of the slat plate in shape noticeable greater vertical spring travel of the slat plate. The appearance of these larger vertical spring travel The second insulation elements have a strip of strips outside the track opposite. For this purpose, the second spring characteristic runs up to one predetermined vertical travel of the last plate first below the first spring characteristic, but then increases more sharply than the first spring characteristic. So the effect of second insulation elements especially when the specified one vertical travel of the slat plate in its area is taken. This exceeding is an indication that the rail with the last plate not only wanted in verti compression direction, but also has a tendency from to tilt the track out. The tilting movement is however through that hard in the relevant area of greater travel second insulation elements prevented to an innocuous degree. As a further measure it is provided that a distance between the last plate and the support surface in the area of the second Insulation elements and / or the thickness of the second insulation elements with decrease with increasing distance from the track. This is supposed to Stiffness of the second insulation elements even in this direction increase even further.

In the implementation of what is known from DE 44 41 561 A1 Rail bearing turns out to be the second insulation due to their increasing hardness with increasing distance from the track heavy local stress in their farthest trace remote area exposed to the life of the  known rail bearing is detrimental. In addition, they are in the DE 44 41 561 A1 described general approaches for the actually achieve very good sound insulation at the same time very good stability of the rail against lateral Tilting still insufficient. The characteristics of the known Rail bearings depend heavily on the coordination of the individual Insulating elements from each other.

The invention has for its object a rail bearing the preamble of claim 1 to show that the con has structural requirements for a long service life. Furthermore, such a basic coordination of the individual Insulation elements are shown that at different Total hardness of the vertical support of the rail always both very good sound insulation as well as very good stability the rail is protected against lateral tilting.

According to the main task of the invention is achieved by the Features of claim 1 solved. Advantageous execution forms of the new rail bearing are in the subclaims spelled out. The sub-claims 6 to 10 relate to the desired basic coordination of the rail bearing.

The second area of the new rail bearing is the second insulation elements outside the track the distance between the Inguinal plate and the support surface with increasing distance also intended to grow from the track. This will an even load of the second insulation elements over their full width reached. A relevant burden on the second Insulation elements always occur when there is a risk of Tilting of the rail out of the track consists. It can such tilting can never be completely prevented. Rather, it can only ever reach a permissible maximum value be limited. That means there is always a tilt angle which increases the distance between the Inguinal panel and the support surface in the area of the second Compensates for insulation elements, that means partially, completely or even  somewhat overcompensated. In any case, the increasing Distance for equalizing the load on the second Insulation elements across their width across the track and thus for one considerable improvement in the service life of the new rail bearing compared to the state of the art.

The second insulation elements can be independent of theirs Distance from the track to be formed with a constant thickness. With a greatly increasing distance between the last plate and the bearing surface with increasing distance from the track it makes sense if the thickness of the second insulation elements in this direction increases.

An angle between the slat plate and the support surface is typically in the range of 0.5 ° to 1 °. That is one Tilting the rail by an angle of this magnitude occurs anyway, but it is also acceptable and security technically harmless.

Between the second insulation arranged on the last board elements and the support surface, an air gap can be provided his. This air gap results, for example, when the Thickness of the second insulation elements is smaller than the distance between Last board from the support surface.

A typical height of the air gap is between 0.8 and 3 mm. This area already takes into account an increase in height of the air gap in the direction out of the lane as in a constant thickness of the second insulation elements occurs.

The formation of an air gap in the area of the second insulation elements does not stand in the way of insulating elements in transition area between the first and the second insulation elements locally, for example, adjacent to the lane, even under permanent Preload with installed but unloaded rail bearing stand.  

The limits given in claims 6 to 10 for the Spring characteristics of the individual insulation elements of the new Rail bearing or the entire rail bearing are The result of extensive coordination. Keeping the limits makes it possible to choose one with the choice of the Shore hardness of the insulation elements to set certain total hardness or softness, in particular to take account of their boundary conditions. So that's the new one Rail bearings with all total hardness for different axle loads suitable. Even with a low Shore hardness of the insulation elements the progressivity of the respective spring characteristics ensures that the deflection of the rail head to an acceptable level remains limited.

The invention is described below using exemplary embodiments explained and described in more detail. It shows:

Fig. 1 is a cross sections through parts of the sound-insulating rail bearing,

Fig. 2 is a plan view of the rail bearing according to Fig. 1,

Fig. 3 is a further cross-section through the rail bearing according to Fig. 1,

Fig. 4 is an assignment of spring forces F ₁ to F ₃ and F _tot in the rail bearing according to the figure and

Fig. 5 to 7 show different spring characteristics to the spring forces of FIG. 4.

The rail bearing 1 partly shown in Fig. 1 is used for mounting a rail 2 with a head 3, a foot 4 and the head 3 with the foot 4 connecting web 5. The rail 2 forms a track 33 with a further rail. This rail, not shown here, is arranged to the right of the rail 2 . The area to the right of the rail 2 is therefore referred to below as being within the track 33 and the area to the left of the rail 2 as being outside the track 33 . The rail 2 is oriented slightly inclined into the track 33 with respect to a horizontal plane. The rail 2 is clamped onto a strip plate 6 with the interposition of a hard plastic plate 7 by clamping elements (not shown in FIG. 1). The plastic plate 7 prevents direct metallic contact between the rail 2 and the strip plate 6, which is also made of metal. The strip plate 6 is arranged in the rail bearing 1 within a metallic frame 8 . In this case, the strips are plate 6 and the frame 8 is not dung directly to each other in Verbin, but rather is located between them an elastomer 9 which is integral to the last board 6 and the frame 8 Siert anvulkani. The elastomer 9 forms various insulation elements, which are described in more detail below. In addition, the elastomer 9 also covers parts of the frame 8 and the strip plate 6 , but this is of no further significance for the invention. The frame 8 is provided for fastening the rail bearing 1 on a horizontally oriented bearing surface 32 . When the rail bearing 1 is not fastened, individual insulation elements can project downward over the flat underside 10 of the frame 8, which coincides here with the support surface 32 . Below the rail 2 , first insulating elements 11 formed by the elastomer 9 are provided between the strip plate 6 and the support surface 32 . These first insulation elements 11 together have a first spring characteristic, which allows the rail 2 to be deflected relatively softly up to a predetermined vertical spring travel. This predetermined vertical spring travel depends on the design of the hardness of the rail bearing 1 and typically has a value in the millimeter range. Outside the track 33 between the strip plate 6 and the support surface 32, second insulation elements 12 are provided, which are just formed by the elastomer 9 . These second insulation elements 12 have a 6 different from the first spring characteristic curve when the strips 6 are compressed vertically. Up to the predetermined vertical spring travel of the slat plate 6 , the second spring characteristic runs below the first spring characteristic. With larger vertical spring travel of the slat plate 6 , the second spring characteristic increases more than the first spring characteristic. The distance 13 between the strip plate 6 and the support surface 32 in the area of the second insulation elements 12 is significantly smaller than that in the area of the first insulation elements 11 . However, the distance 13 increases away from the track 33 . In this direction, the second insulation elements 12 have a constant thickness 14 , which is always smaller than the distance 13 . Thus, the second insulation elements 12 vulcanized onto the slat plate do not yet rest on the support surface 32 for the rail bearing 1 when the slat plate 6 is not compressed. Rather, an air gap 17 is provided, the height 30 of which is at least 1.2 mm and grows out of the track 33 to 2.2 mm, which is an angle 31 between the underside of the insulating elements 12 or the strip plate 6 and the support surface 32 of 0 , 7 ° corresponds. This means that the second insulation elements abut both the strip plate 6 and the bearing surface 32 from a vertical spring travel of 1.2 mm and are then subjected to pressure. The pressure is not applied locally but distributed over the entire width of the second insulation elements 12 , since in practice the vertical spring travel also causes the rail 2 to tilt slightly out of the track, which compensates for the angle 31 . The pressure load of the second insulation elements 12 then results in a counterforce which counteracts a further tilting of the rail 2 or the strip plate 6 out of the track 33 . Such a tilting has an effect in the area of the second insulation elements 12 due to the increased vertical spring travel of the strip plate 6 as a vertical deflection. This is due to the extended slat plate 6 out of the track 33 , which acts as a lever when the rail 2 is tilted. The second insulation elements 12 do not allow the large vertical spring travel when the rail 2 is tilted out of the track 33 . This is due to the second spring characteristic, the counterforce of the second insulation elements being translated by the lever of the strip plate 6 . In an area 15 within the track 33, the frame 8 overlaps the last plate 6 . This overlap is the only form in which the frame 8 secures the strip plate 6 to the support surface 32 . Otherwise there is no form-fitting attachment of the strip plate 6 to the frame 8 , but there is only the connection via the elastomer 9 vulcanized onto both components. Third insulation elements 16 , which are arranged laterally between the strip plate 6 and the frame 8 , counteract a lateral displacement of the strip plate 6 relative to the frame 8 .

The rail bearing according to Fig. 1 is shown in Figs. 2 and 3, again in a plan view and a second cross-sectional Darge. In this case section 2 lines AA and BB in Fig. Wear is that the representations of FIGS. 1 and 3 according to entspre chen. Fig. 4 shows that the frame 8 continuously surrounds the slat plate 6 , both components are not arranged symmetrically to the rail 2 . The camp is also not symmetrical. Only the arrangement of fastening elements for the rail bearing 1 on the bearing surface 32 and for the rail 2 on the strip plate 6 is point symmetrical. For the fastening of the rail bearing 8 on the support surface 32 , two diagonally opposite slots 18 are provided in the frame 8 , of which that within the track 33 is covered by a screw 19 and an I-disk 20 . The I-disk 20 is guided through lateral guide webs 21 . For the fastening of the rail 2 on the slat plate 6 , the slat plate 6 has T-shaped openings 22 . Through the openings 22 heads of screws 23 can be guided under the ledge plate 6, are screwed onto the nuts 24 in order to strike clamps 25 on the foot of the rail 4 . Support troughs 26 are provided on the slat plate 6 for the tensioning clamps 25 . Washers 27 are provided between the nuts 24 and the tension clamps 25 . The clamping clamps 25 and their attachment 23 , 24 have no immediate contact with the frame 8 . The arrangement of the tension clamp 25 outside the track 33 is shown in the upper area of FIG. 4. Below the clamp 25 , the insulation elements 12 are provided between the strip plate 6 and the support surface 32 . The area of the insulation elements 12 is limited by the outer edge of the strip board 6 and a dotted line 28 . Due to the effective lever of the slat plate 6 in the area of the second insulation elements 12, this small area expansion of the second insulation elements 12 is sufficient. Within the dotted line 28 there is a cavity under the ledge plate 6 , in which the head of the screw 23 is located. Within half of the track 33 , opposite the second insulation elements 12 , the frame 8 engages over the strip plate 6 in the area 15 . Where a second clamp 25 is to be attached using the T-shaped opening 22 within the track 33 in the lower half of FIG. 4, no second insulation elements 12 are provided. Likewise missing in the lower half of Fig. 4, outside the track 33, the overlap of the frame 8 on the Lei stenplatte 6th This can be explained in each case by the fact that the risk of the rail tilting only exists from track 33 .

Fig. 3 makes the overall structure of the rail bearing according to FIGS. 1 and 2 even clearer. In particular, it can be seen how the rail bearing 1 on the support surface 32 can be adjusted transversely to the track 33 with the screws 19 and the I-washers 20 . For this purpose, the frame 8 and its upper side and the I-disk 20 have oppositely inclined surfaces on their underside. To secure the screw 19 , a spring ring 29 is provided between the screw 19 and the I-plate. The screw 19 extends through the frame 8 into the underground of the bearing surface 32 . This is usually a concrete sleeper on which a hard plastic plate is embedded in epoxy resin mortar. The surface of the plastic plate forms the flat bearing surface 32 for the rail bearing 1 .

Fig. 4 explains the inclusion of the various spring characteristics, as generally described in claims 6 to 10, and as will be discussed in more detail below. The overall spring characteristic corresponds to the depression of the slat plate 6 due to a force F _total which acts vertically on the rail head 3 of the rail 2 from above. Specifically, the vertical depression of the rail head 3 is set as path S. The force F ₁ is the counterforce of the first insulation elements 11 below the rail 2 . It is determined by pressure load of the insulation elements 11 in the vertical direction from below with the strip board 6 held in place. In this case, only that part of the bearing surface 32 is subjected to the force F ₁ , which corresponds to the insulation elements 11 . The spring characteristic of the second insulation elements 12 is determined by recording the force F ₂ and the associated path when the insulation elements 12 are subjected to pressure from below with the strip plate 6 held in place. The path S ₂ = 0 is set so that it coincides with the beginning of the counterforce of the insulation elements 12 . This means that the height 30 of the air gap 17 is to be added when comparing S ₂ with the S belonging to F ₁ . Furthermore, the direction of F _{2 is} tilted by an angle 31 with respect to the vertical. The spring characteristic with lateral loads on the rail bearing 1 takes into account the lateral force F ₃ which is absorbed by the insulation elements 16 . The insulation elements 16 outside the track 33 are particularly important for the removal of the lateral load.

Fig. 5 shows on a rail bearing 1 wherein the elastomer of the insulating elements 9 having a hardness of 75 ° Shore A 11 and 12. These are actually recorded values to which a third-order function has been statistically adapted. The curve for F _tot , which is shown with a solid line, follows a function

F _tot = -0.02035736. S ³ + 3.81448119. S ² + 1.36997226. S.

The course of F ₁ , which is shown with a dash-dotted line, follows a function

F ₁ = -0.2475437. S ³ + 4.590330216. S ² - 1.70445892. S.

The course of F ₂ , which is shown with a dotted line, follows a function

F ₂ = 0.75171504 S ₂ ³ + 3.296188813. S ² + 1.37261885. S.

It can be seen that the course of F _{2 is} significantly more progressive than that of S ₁ . F _tot lies between the two individual forces. When comparing the spring characteristics directly, however, it must also be taken into account that F ₂ does not actually start until the air gap 17 according to FIG. 1 has been overcome. In this respect, the course of F _{2 would} actually have to be shifted to the right, that is, towards larger depressions.

Fig. 6 represents the known from Fig. 5 and here shown with a solid line of F _{ges of} a rail bearing, in which the insulating elements 11 and 12 forming elastomer has a hardness of 75 ° Shore-A, the force F _ges , which occurs in a rail bearing 1 as a counterforce to a sinking of the rail 2 , in which the elastomer has a hardness of 50 ° Shore-A. The course of F _tot is less progressive here. At even higher subsidence values than are shown in FIG. 6, however, it rises so much that here too there is sufficient stabilization of the rail head against lateral tilting. F _tot for the 50 ° Shore-A rail bearing follows a function

F _tot = 0.06912369. S ³ + 1.19920588. S ² + 0.87725217. S.

The associated courses of the spring characteristics of the insulation elements 11 and 12 follow the functions

F ₁ = 2.87644002. S ³ - 9.30187621. S ² + 14.99136. S

and F ₂ = 1.51390056. S ₂ ³ - 0.40035417. S ₂ ² + 3.45145971. S.

Any constant coefficients are not taken into account for all functions specified here. As can be seen from FIGS. 5 and 6, these constant coefficients move in an order of magnitude of below 1 kN and are therefore irrelevant in the range of the relevant loads F _tot, in particular greater than 10 kN.

FIG. 7 shows the course of F ₃ over the lateral displacement according to FIG. 4 on the basis of actually measured individual values. It can be seen that the rigidity of the rail bearing 1 approaches lateral displacements from a displacement of approximately 1.5 mm a tangent value of 15 kN / mm. As a result, the rail is sufficiently stabilized in the lateral direction even with large transverse loads. The course of F ₃ is independent of the hardness of the insulation elements 11 and 12 . For this purpose, the insulation elements 16 may have a constant hardness that differs from the insulation elements 11 and 12 , or their thickness should be selected to be smaller as the hardness of the elastomer 9 decreases, in order to ensure the lateral stability of the rail even when the rail bearing 1 has a very soft overall configuration.

REFERENCE SIGN LIST

1

- rail bearings

2nd

- rail

3rd

- Head

4th

- Foot

5

- dock

6

- inguinal plate

7

- plastic plate

8th

- Frame

9

- elastomer

10th

- bottom

11

- first insulation elements

12th

- second insulation elements

13

- distance

14

- thickness

15

- Area

16

- third insulation elements

17th

- air gap

18th

- Long hole

19th

- screw

20th

- I washer

21

- Leadership

22

- breakthrough

23

- screw

24th

- Mother

25th

- tension clamp

26

- support channel

27

- washer

28

- line

29

- spring washer

30th

- Height

31

- Angle

32

- support surface

33

- Track

Claims (10)

1.Sound-insulating rail bearing for a rail belonging to a track with a strip plate for mounting the rail and with a frame for fastening the rail bearing on a support surface, the strip plate and the support surface as well as the strip plate and the frame being connected exclusively via elastic insulation elements, wherein in a first area below the rail between the slat plate and the support surface, first insulation elements with a first spring characteristic are arranged when the slat plate is compressed vertically, in a second area outside the track between the slat plate and the support surface, second insulation elements with a second spring characteristic curve when vertical Compression of the slat plate are arranged, the second spring characteristic extending up to a predetermined vertical spring travel of the slat plate below the first spring characteristic and with larger vertical spring travel than the predetermined maximum spring travel of the slat plate increases more than the first spring characteristic, the distance between the slat plate and the support surface in the second area being smaller than in the first area and with third insulating elements being provided laterally between the slat plate and the frame, characterized in that that in the second area the distance ( 13 ) between the slat plate ( 6 ) and the support surface ( 32 ) increases with increasing distance from the track ( 33 ). 2. Rail bearing according to claim 1, characterized in that the thickness ( 14 ) of the second insulating elements ( 12 ) increases with increasing distance from the track ( 33 ) or is constant in this direction. 3. Rail bearing according to claim 2, characterized in that an angle ( 31 ) between the strip plate ( 6 ) and the bearing surface ( 32 ) is between 0.5 ° and 1 °. 4. Rail bearing according to one of claims 1 to 3, characterized in that an air gap ( 17 ) is provided between the second insulating elements ( 12 ) arranged on the strip plate ( 6 ) and the bearing surface ( 32 ). 5. Rail bearing according to claim 4, characterized in that the height ( 30 ) of the air gap is between 0.8 and 3 mm. 6. Rail bearing according to one of claims 1 to 5, characterized in that an overall spring characteristic of the entire rail bearing ( 1 ) in the vertical deflection of the strip plate ( 6 ) in the range of the sound insulation loads of the rail bearing ( 1 ) with an error of at most + / -10%, preferably at most +/- 5%, follows equation (I) below:
F _tot = A _tot . S ³ + B _tot . S ² + C _total S (I),
where F _{tot is} the load in kN, S the vertical travel in mm and A _tot , B _tot and C _{tot are} coefficients for which equations (II) to (IV) apply:
A _tot = 0.25929 to 0.0036. H (II),
B _tot = -4.135 + 0.10489. H (III) and
C _tot = -0.1220 + 0.01975. H (IV),
where H is the amount of hardness of the first and second insulation elements ( 11 , 12 ) in ° Shore A. 7. Rail bearing according to one of claims 1 to 6, characterized in that the first spring characteristic of the first insulating elements ( 11 ) in the vertical deflection of the strip plate ( 6 ) in the region of the relevant loads for sound insulation of the rail bearing ( 1 ) with an error of at most +/- 10%, preferably at most +/- 5%, follows equation (V) below:
F ₁ = A ₁ . S ³ + B ₁ . S ² + C ₁ . S (V),
where F _{1 is} the load in kN, S is the vertical travel in mm and A ₁ , B ₁ and C _{1 are} coefficients for which equations (VI) to (VIII) apply:
A ₁ = 8.6533 - 0.1237. H ₁ (VI),
B ₁ = -35.63 + 0.55179. H ₁ (VII) and
C ₁ = -46.296 - 0.6623. H ₁ (VIII),
where H _{1 is} the amount of hardness of the first insulation elements ( 11 ) in ° Shore A. 8. Rail bearing according to one of claims 1 to 7, characterized in that the second spring characteristic of the second insulating elements ( 12 ) in the vertical deflection of the strip plate ( 6 ) in the region of the loads for the sound insulation relevant to the rail bearing ( 1 ) with an error of at most +/- 10%, preferably at most +/- 5%, follows equation (IX) below:
F ₂ = A ₂ . S ₂ ³ + B ₂ . S ₂ ² + C ₂ . S ₂ (IX),
where F _{2 is} the load in kN, S _{2 is} the spring travel beginning with the counterforce of the second insulation elements when the second insulation elements ( 12 ) are compressed in mm and A ₂ , B ₂ and C _{2 are} coefficients for which the equations (X) to (XII) apply:
A ₂ = 3.0328-0.0305. H ₂ (X),
B ₂ = -7.738 + 0.14768. H ₂ (XI) and
C ₂ = -7.5346-0.0830. H ₂ (XII),
where H _{2 is} the amount of hardness of the second insulation elements ( 12 ) in ° Shore A. 9. Rail bearing according to one of claims 6 to 8, characterized in that the relevant range for the sound insulation of the loads on the rail bearing ( 1 ) begins at 1 to 10 kN and ends at the load which is due to the on the rail ( 2 ) maximum axle load for which the rail bearing ( 1 ) is designed and covers at least 10 kN. 10. Rail bearing according to one of claims 1 to 9, characterized in that a spring characteristic of the rail bearing ( 1 ) with lateral displacements of the strip plate ( 6 ) vertically from the track ( 33 ) in a region starting with a lateral displacement of at most 2 mm Tangent rigidity of at least 10 kN / mm, preferably in a range starting with a lateral displacement of 1.5 mm, has a tangent rigidity of at least 15 kN / mm.