EP0308876B1 - Resilient supporting device for grooved rails - Google Patents

Resilient supporting device for grooved rails Download PDF

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Publication number
EP0308876B1
EP0308876B1 EP19880115420 EP88115420A EP0308876B1 EP 0308876 B1 EP0308876 B1 EP 0308876B1 EP 19880115420 EP19880115420 EP 19880115420 EP 88115420 A EP88115420 A EP 88115420A EP 0308876 B1 EP0308876 B1 EP 0308876B1
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EP
European Patent Office
Prior art keywords
profiled member
rail
wall thickness
shell
shells
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP19880115420
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German (de)
French (fr)
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EP0308876A1 (en
Inventor
Gert Beigl
Peter Dipl.-Ing. Burtscher
Martin Dipl.-Ing. Dietrich
Norbert Dipl.-Ing. Dr. Hampl
Karl Albert Dr. Dipl.-Phys. Kohler
Karl Konzett
Karl-Heinz Rüdisser
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Getzner-Chemie GmbH
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Getzner-Chemie GmbH
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Publication of EP0308876A1 publication Critical patent/EP0308876A1/en
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets
    • E01B21/02—Special supporting means; Draining of rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/11—Embedded tracks, using prefab elements or injecting or pouring a curable material
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair

Definitions

  • the invention relates to a device for the elastic mounting of grooved rails with a rail foot, a rail web and a rail head having the track groove and the device made of a multi-part, U-shaped profile body made of elastic material for receiving the grooved rail and for their lateral encirclement including their attachment to the rail head.
  • a known device of this type (DE-U-8336005) is made of rubber, wherein the cross-sectionally substantially U-shaped profile body consists of three strip-like parts, namely a bottom part and two side parts with different cross sections.
  • the strip-like parts have continuous hollow chambers in their longitudinal direction.
  • the strip-like bottom part is only a little wider than the width of the rail foot, and this bottom part therefore has lip-like projections which are directed towards one another at the edge and at the top and which limit slot-like incisions with the top of the bottom part, in which the edges of the rail foot lie.
  • strip-like profiles are formed, which interact in a form-fitting manner with corresponding undercuts on the lower end faces of the side parts.
  • the heights of the individual parts that form this profile body are dimensioned such that the upper end faces of the two side parts are approximately flush with the top of the rail head.
  • the side parts are shaped on their inner sides essentially corresponding to the cross-sectional profile of the rail head.
  • the invention now aims to improve the effectiveness of the device and also to simplify its handling.
  • this is now achieved in that the walls forming the profile body are formed at least in two shells and the outer shell is made of a substantially rigid polyurethane elastomer and the inner shell is made of a volume-compressible, cellular material, for example also made of polyurethane, and the two Shells are connected to each other to form a sandwich component.
  • the cross-sectional shape of the profile body forms an undercut U-shape, that is to say the free ends of the lateral cheeks have mutually directed sections. Since the rail foot is considerably wider than the rail head in such grooved rails, the profile body can accommodate the rail with relatively little deformation during assembly, thanks to this design, and nevertheless it is achieved that the device can be tight against the rail head.
  • Another simple feature of the invention is another feature according to the invention, according to which the inside clear width of the profile body corresponds approximately to the width of the rail foot. Therefore, no special manipulation has to be made during assembly in order to accommodate the rail foot in the profile body.
  • strip-shaped components are initially produced, each of these parts consisting of an outer and an inner shell.
  • the warehousing and also the manufacture and production is simplified and facilitated if, according to a further feature of the invention, the wall thickness of the outer shell is substantially constant over the entire cross section of the profile body, the wall thickness of this outer shell being such that it is their highest stressed position can absorb the expected loads without suffering excessive strain.
  • the wall thickness of the inner shell is different over the entire cross section of the profile body, the inner bottom and side parts provided in the upper and lower region of the profile body having the greater wall thickness compared to the lateral inner side parts. In this way, sufficient damping is achieved on the one hand, and on the other hand, the rail head is sealed off from the outside by sealing surfaces that are to be designed relatively large.
  • the cheeks of the U-profile are bent apart to retract the rails.
  • the inner shells abut each other in the lower two corners of the profile body.
  • the density of the materials of the outer and inner shells should be about 6: 2 to 6: 4.
  • the dynamic stiffness of the material of the inner shell is in the range of 0.05-0.30 N / mm 3, preferably 0.07-0.15 N / mm 3, and the static Stiffness in the range of 0.05-0.20 N / mm3, preferably 0.06-0.15 N / mm3. Thanks to the sandwich-like construction of the device, it is possible to divide the functions that this device has to fulfill into the individual components that form the sandwich-like body, the outer shell takes on the external forces, the inner shell the damping. It is therefore expedient to design the device in such a way that the wall thickness of the unloaded inner shells is a multiple of the wall thickness of the outer shell, so as to obtain the greatest possible damping effect through the thick wall thickness of the inner shell.
  • the profile body has a substantially U-shaped cross section, this does not exclude that the side cheeks of this U-profile are not slightly inclined towards one another, that is to say that the side cheeks are separated from the base part connecting the cheeks seen from above converge, so the two side walls are slightly inclined towards each other like an isosceles trapezoid. Forces can act on the properly and properly laid profile from below. If the cheeks are slightly inclined towards each other in the above-mentioned form, the roadway plates that lie against the cheeks from the outside, with correspondingly inclined side parts, counteract these forces acting from below via the profile.
  • the grooved rail 1 has a rail base 2, a rail web 3 and a rail head 4 with a track groove 5.
  • the cross-sectionally U-shaped profile body 6 has an outer shell 21 and an inner shell 22.
  • the outer shell 21 is constructed from a base plate 7, two side walls 8 and 9 and the two, the undercut U-shape headers 10 and 11.
  • These elements are made of cellular polyurethane elastomer with a density of about 700 g / dm3, and these elements are further along the corners 12 together firmly connected, so that these elements form a profile body, which has sufficient bending stiffness, but is still so deformable in the elastic range that the upper corners on the Rail or the rail head 4 can each be pivoted outwards (arrow 13) in order to open a gap between the rail head 4 and the head strip 10 or 11, through which filler stones 14 and 15 can be inserted, which will be discussed in more detail below becomes.
  • the outer shell 21 is made of cellular polyurethane elastomer, it should also be noted in this connection that a compact polyurethane elastomer can be used for this outer shell 21, that is an elastomer which has no cellular structure.
  • the inner shell 22 of the U-shaped profile body 6 is also formed from cellular polyurethane elastomer, and this inner shell consists of the base part 16, the side parts 17 and 18 and the head parts 19 and 20.
  • This polyurethane material has a density of approximately 400 g / dm3, a dynamic stiffness of approx. 0.05-0.30 N / mm3, preferably of 0.07-0.15 N / mm3 and a static stiffness of approx. 0.05-0.20, preferably of 0 , 06 - 0.15 N / mm3.
  • Bottom part 16, the side parts 17 and 18 and the head parts 19 and 20 are firmly connected to the corresponding parts of the outer shell.
  • the inner shell 22 is made of cellular polyurethane elastomer.
  • Other cellular materials can also be used for this inner shell, for example polyethylene foams or foamed rubber materials (foam rubber).
  • This device is manufactured on the factory side and delivered to the construction site as a finished profile body 6.
  • the track body prepared at the construction site is usually jacked up for the time being.
  • the U-shaped profile body 6 are now attached to this jacked-up track body or to the grooved rails of this track body.
  • the profile body 6 is spread out slightly and pushed onto the grooved rail from below.
  • so-called filler stones are introduced, which are also prefabricated from the factory by concrete.
  • the upper corners are bent somewhat outwards in the direction of the arrows 13, that is to say bent away from the rail head 4, so that the filler stones are introduced from above can.
  • the prepared track body has been equipped with the profile body 6 in this way, it is inserted into its intended location by means of hoists, and then the track body is embedded in the road superstructure, so that the road surface finally connects directly to the upper corners 12 of the profile body 6 regardless of whether this road surface is a concrete or asphalt surface or whether a roadway is built from paving stones.
  • the side parts 17 and 18 are not directly connected to the bottom part 16 of the inner shell, the profile body for mounting and also for inserting the filler stones can be expanded without difficulty in the manner described above. Since the profile body 6 is manufactured entirely by the factory, its assembly is extremely simple.
  • the two-shell structure on the one hand ensures sufficient mechanical stability, on the other hand, this double-shell structure enables the use of high-quality, relatively soft vibration-damping materials from which the inner shell 22 is made. The tests and test results made so far certify the correctness of this measure.
  • the side cheeks 8 and 9 of the profile body 6 are upright and arranged essentially parallel to one another. It is within the scope of the invention to incline these two side cheeks 8 and 9 to one another by a small angular amount, so that they extend convergingly as seen from the bottom part 16. In connection with laterally adjoining road slabs, which are correspondingly limited in relation to the profile, the anchoring of the profile itself is improved in the ground.
  • filler stones can be introduced to support the side cheeks.
  • This term _ filler stones _ is to be understood in general. It is also intended to include filling elements which consist of masses other than stone masses, for example those filling elements which have been produced from plastic masses.

Description

Die Erfindung bezieht sich auf eine Einrichtung zur elastischen Lagerung von Rillenschienen mit einem Schienenfuß, einem Schienensteg und einem die Spurrille aufweisenden Schienenkopf und die Einrichtung aus einem aus elastischem Material gefertigten, mehrteiligen, im Querschnitt im wesentlichen U-förmigen Profilkörper gebildet ist zur Aufnahme der Rillenschiene und zu ihrer seitlichen Umfassung einschließlich ihrer Anlage am Schienenkopf.The invention relates to a device for the elastic mounting of grooved rails with a rail foot, a rail web and a rail head having the track groove and the device made of a multi-part, U-shaped profile body made of elastic material for receiving the grooved rail and for their lateral encirclement including their attachment to the rail head.

Eine bekannte Einrichtung dieser Art (DE-U-8336005) ist aus Gummi gefertigt, wobei der im Querschnitt im wesentlichen U-förmige Profilkörper aus drei leistenartigen Teilen besteht, nämlich einem Bodenteil und zwei im Querschnitt unterschiedlichen Seitenteilen. Die leistenartigen Teile besitzen in ihrer Längsrichtung durchlaufende innere Hohlkammern. Der leistenartige Bodenteil ist nur um ein geringes Maß breiter als die Breite des Schienenfußes, und dieser Bodenteil besitzt daher randseitig und oben gegeneinander gerichtete lippenartige Fortsätze, die mit der Oberseite des Bodenteiles schlitzartige Einschnitte begrenzen, in welchen die Ränder des Schienenfußes liegen. An der Oberseite dieser lippenartigen Fortsätze sind leistenartige Profile angeformt, die mit dazu korrespondierenden Hinterschneidungen an den unteren Stirnseiten der Seitenteile formschlüssig zusammenwirken. Die Höhen der einzelnen Teile, die diesen Profilkörper bilden, sind so bemessen, daß die oberen Stirnseiten der beiden Seitenteile in etwa bündig mit der Oberseite des Schienenkopfes liegen. Im oberen Bereich sind die Seitenteile und zwar an ihren Innenseiten im wesentlichen korrespondierend zum Querschnittverlauf des Schienenkopfes ausgeformt.A known device of this type (DE-U-8336005) is made of rubber, wherein the cross-sectionally substantially U-shaped profile body consists of three strip-like parts, namely a bottom part and two side parts with different cross sections. The strip-like parts have continuous hollow chambers in their longitudinal direction. The strip-like bottom part is only a little wider than the width of the rail foot, and this bottom part therefore has lip-like projections which are directed towards one another at the edge and at the top and which limit slot-like incisions with the top of the bottom part, in which the edges of the rail foot lie. On the top of these lip-like extensions, strip-like profiles are formed, which interact in a form-fitting manner with corresponding undercuts on the lower end faces of the side parts. The heights of the individual parts that form this profile body are dimensioned such that the upper end faces of the two side parts are approximately flush with the top of the rail head. In the upper area, the side parts are shaped on their inner sides essentially corresponding to the cross-sectional profile of the rail head.

Diese vorbekannte Konstruktion ist nicht zweckmäßig. Die damit erreichbare Körperschalldämmung ist unzureichend, der Zusammenbau der einzelnen Teile ist umständlich, da vor Ort der Fuß der Schiene nicht nur in die oben liegenden seitlichen Einschnitte des Bodenteiles eingefädelt werden müßen, auch die Seitenteile sind mit ihren unteren Enden stirnseitig formschlüßig mit dem Bodenteil zu verbinden. Sind zwischen den Steg der Schiene und den seitlichen Teilen des Profilkörpers noch zusätzlich Füllsteine einzubringen, so können aufgrund der vorgegebenen Konstruktion die Seitenteile nur mit sehr großem Kraftaufwand so weit seitlich ausgelenkt werden, damit die erwähnten Füllsteine einsetzbar sind. Ein weiteres Problem bildet hier auch der seitliche Anschluß des fahrbaren Belages aus Asphalt bzw. die Vergußmasse aus Asphalt, wenn der Fahrbahnbelag durch Pflastersteine gebildet ist. Im Winter, bei niedrigen Temperaturen, ist der Asphalt im Vergleich zum Gummi hart, im Sommer bei hohen Temperaturen ist der Asphalt gegenüber dem Gummi weich, das führt zu Rissen und Spalten.This previously known construction is not practical. The structure-borne noise insulation that can be achieved with this is inadequate, the assembly of the individual parts is cumbersome, because on site the foot of the rail not only has to be threaded into the upper side incisions of the base part, the side parts with their lower ends are also form-fitting to the base part connect. If additional filler stones are to be inserted between the web of the rail and the lateral parts of the profile body, the side parts can only be deflected laterally with a great deal of force due to the specified construction, so that the fillers mentioned can be used are. Another problem here is the lateral connection of the mobile surface made of asphalt or the potting compound made of asphalt if the road surface is formed by paving stones. In winter, at low temperatures, the asphalt is hard compared to the rubber, in summer at high temperatures, the asphalt is soft compared to the rubber, which leads to cracks and cracks.

Ausgehend von diesem Stand der Technik zielt nun die Erfindung darauf ab, die Einrichtung in ihrer Wirksamkeit zu verbessern und darüberhinaus ihre Handhabung zu vereinfachen. Erfindungsgemäß gelingt dies nun dadurch, daß die den Profilkörper bildenden Wandungen mindestens zweischalig ausgebildet sind und die äußere Schale aus einem im wesentlichen biegesteifen Polyurethan-Elastomer gebildet ist und die innere Schale aus einem volumskompressiblen, zelligen Material, beispielsweise ebenfalls aus Polyurethan gefertigt ist und die beiden Schalen miteinander zur Bildung eines Sandwichbauteiles verbunden sind. Dank dieser Maßnahme werden die vorstehend angeführten Nachteile vermieden, insbesondere wird eine hohe Körperschalldämmung erzielt; vor Ort müssen nicht mehr einzelne Teile der Einrichtung erst zusammengestellt werden zur Einrichtung als Ganzes und sind Füllsteine einzusetzen, so kann dies mit geringem Kraftaufwand gemacht werden; durch die Schalenbauweise der Einrichtung ist es ferner möglich, die Einrichtung hinsichtlich ihrer Funktionen sozusagen zu unterteilen, die innere Schale übernimmt die Dämmfunktion, die äußere Schale die Aufnahme der statischen Kräfte, so daß jeder Bauteil für seine Funktion optimal ausgebildet ist.Based on this prior art, the invention now aims to improve the effectiveness of the device and also to simplify its handling. According to the invention, this is now achieved in that the walls forming the profile body are formed at least in two shells and the outer shell is made of a substantially rigid polyurethane elastomer and the inner shell is made of a volume-compressible, cellular material, for example also made of polyurethane, and the two Shells are connected to each other to form a sandwich component. Thanks to this measure, the disadvantages mentioned above are avoided, in particular high structure-borne noise insulation is achieved; on site, individual parts of the facility no longer have to be put together for the facility as a whole and filler stones are to be used, so this can be done with little effort; due to the shell construction of the device, it is also possible to subdivide the device with regard to its functions, so to speak, the inner shell takes on the insulation function, the outer shell absorbs the static forces, so that each component is optimally designed for its function.

Nach einem weiteren Merkmal der Erfindung ist vorgesehen, daß die Querschnittsform des Profilkörpers ein hinterschnittenes U-bildet, d.h., die freien Enden der seitlichen Wangen gegeneinander gerichtete Abschnitte aufweisen. Da bei solchen Rillenschienen der Schienenfuß doch erheblich breiter ist als der Schienenkopf, kann dank dieser Ausbildung der Profilkörper unter relativ geringer Verformung bei der Montage die Schiene aufnehmen und trotzdem wird erreicht, daß die Einrichtung gegenüber dem Schienenkopf dicht abschließen kann. Der einfachen Montage dient ferner auch ein weiteres erfindungsgemäßes Merkmal, wonach nämlich die innere lichte Weite des Profilkörpers etwa der Breite des Schienenfusses entspricht. Es muß daher bei der Montage keine besondere Manipulation gemacht werden, um den Schienenfuß im Profilkörper unterzubringen.According to a further feature of the invention, it is provided that the cross-sectional shape of the profile body forms an undercut U-shape, that is to say the free ends of the lateral cheeks have mutually directed sections. Since the rail foot is considerably wider than the rail head in such grooved rails, the profile body can accommodate the rail with relatively little deformation during assembly, thanks to this design, and nevertheless it is achieved that the device can be tight against the rail head. Another simple feature of the invention is another feature according to the invention, according to which the inside clear width of the profile body corresponds approximately to the width of the rail foot. Therefore, no special manipulation has to be made during assembly in order to accommodate the rail foot in the profile body.

Bei der fabriksseitigen Herstellung der erfindungsgemäßen Einrichtung werden vorerst streifenförmige Bauteile gefertigt, wobei jeder dieser Teile aus einer Außen- und einer Innenschale besteht. Die Lagerhaltung und auch die Fertigung sowie die Produktion wird vereinfacht und erleichtert, wenn nach einem weiteren Merkmal der Erfindung die Wandstärke der äußeren Schale über den gesamten Querschnitt des Profilkörpers im wesentlichen konstant ist, wobei die Wandstärke dieser äußeren Schale so bemessen ist, daß sie an ihrer höchsten beanspruchten Stelle die zu erwartenden Belastungen ohne Überbeanspruchung zu erleiden aufnehmen kann.When the device according to the invention is manufactured at the factory, strip-shaped components are initially produced, each of these parts consisting of an outer and an inner shell. The warehousing and also the manufacture and production is simplified and facilitated if, according to a further feature of the invention, the wall thickness of the outer shell is substantially constant over the entire cross section of the profile body, the wall thickness of this outer shell being such that it is their highest stressed position can absorb the expected loads without suffering excessive strain.

Da einerseits die Schall- bzw. Energieübertragung bei der betriebsmäßigen Belastung der Rillenschiene anteilmäßig nach unten gegenüber dem die Einrichtung tragenden Fundament am größten ist, und andererseits im Bereich des Schienenkopfes Schmutz und Regenwasser am ehesten einzudringen vermag, ist ferner zweckmäßigerweise vorgesehen, daß die Wandstärke der inneren Schale über den gesamten Querschnitt des Profilkörpers unterschiedlich ist, wobei die im oberen und unteren Bereich des Profilkörpers vorgesehenen inneren Boden- bzw. Seitenteile gegenüber den seitlichen inneren Seitenteilen die größere Wandstärke besitzen. Auf diese Weise wird einerseits eine ausreichende Dämpfung erzielt, andererseits der Schienenkopf durch relativ groß zu gestaltende Dichtflächen nach außen hin abgedichtet.Since, on the one hand, the sound or energy transmission in the operational load of the grooved rail is proportionally downwards compared to the foundation supporting the device, and on the other hand dirt and rainwater are most likely to penetrate in the area of the rail head, it is also expedient that the wall thickness of the inner shell is different over the entire cross section of the profile body, the inner bottom and side parts provided in the upper and lower region of the profile body having the greater wall thickness compared to the lateral inner side parts. In this way, sufficient damping is achieved on the one hand, and on the other hand, the rail head is sealed off from the outside by sealing surfaces that are to be designed relatively large.

Bei der Montage vor Ort werden die Wangen des U-Profiles auseinandergebogen, um die Schienen einzufahren. Um den Biegewiderstand und den zu dessen Überwindung notwendigen Kraftaufwand gering zu halten, ist nach einem weiteren Merkmal der Erfindung vorgesehen, daß die inneren Schalen in den unteren beiden Ecken des Profilkörpers stumpf aneinander anliegen. Um das Dämpfungsverhalten bzw. die Dämpfungseigenschaften der Einrichtung zu optimieren, wurde in umfangreichen Versuchen festgestellt, daß sich die Raumgewichte der Materialien der äußeren und der inneren Schalen wie etwa 6: 2 bis 6: 4 verhalten sollten. Einerseits wird eine hohe Dämpfung angestrebt, andererseits ist eine ausreichende Stabilität der Einrichtung gegen Formänderungen durch äußere Krafteinflüsse notwendig. Um trotz dieser widerstrebenden Bedingungen die Einrichtung zu optimieren, ist weiterhin vorgesehen, daß die dynamische Steifigkeit des Materials der inneren Schale im Bereich von 0,05-0,30 N/mm³ vorzugsweise 0,07-0,15 N/mm³ und die statische Steifigkeit im Bereich von 0,05-0,20 N/mm³ vorzugsweise von 0,06-0,15 N/mm³ liegen. Dank der sandwichartigen Bauweise der Einrichtung ist es möglich, die Funktionen, die diese Einrichtung zu erfüllen hat, auf die einzelnen Bauteile, die den sandwichartigen Körper bilden, aufzuteilen, die äußere Schale übernimmt die äußeren einwirkenden Kräfte, die innere Schale die Dämpfung. Es ist daher zweckmäßig, die Einrichtung so zu gestalten, daß die Wandstärke der unbelasteten inneren Schalen ein mehrfaches der Wandstärke der äußeren Schale beträgt, um so durch die dicke Wandstärke der inneren Schale einen möglichst hohen Dämpfungseffekt zu gewinnen.When assembling on site, the cheeks of the U-profile are bent apart to retract the rails. In order to keep the bending resistance and the effort required to overcome it low, according to a further feature of the invention it is provided that the inner shells abut each other in the lower two corners of the profile body. In order to optimize the damping behavior or the damping properties of the device, it was found in extensive tests that the density of the materials of the outer and inner shells should be about 6: 2 to 6: 4. On the one hand, high damping is sought, on the other hand, sufficient stability of the device against changes in shape due to external forces is necessary. In order to optimize the device despite these conflicting conditions, it is further provided that the dynamic stiffness of the material of the inner shell is in the range of 0.05-0.30 N / mm 3, preferably 0.07-0.15 N / mm 3, and the static Stiffness in the range of 0.05-0.20 N / mm³, preferably 0.06-0.15 N / mm³. Thanks to the sandwich-like construction of the device, it is possible to divide the functions that this device has to fulfill into the individual components that form the sandwich-like body, the outer shell takes on the external forces, the inner shell the damping. It is therefore expedient to design the device in such a way that the wall thickness of the unloaded inner shells is a multiple of the wall thickness of the outer shell, so as to obtain the greatest possible damping effect through the thick wall thickness of the inner shell.

Ist vorstehend mehrfach erwähnt, daß der Profilkörper einen im wesentlichen U-förmigen Querschnitt aufweist, so schließt dies nicht aus, daß die seitlichen Wangen dieses U-Profils nicht etwas gegeneinander geneigt sind, das heißt, daß die seitlichen Wangen von dem die Wangen verbindenden Bodenteil aus gesehen nach oben konvergieren, die beiden Seitenwangen also wie bei einem gleichschenkligen Trapez etwas gegeneinander geneigt sind. Von unten her können auf das ordnungs- und bestimmungsgemäß verlegte Profil Kräfte einwirken. Sind die Wangen in der erwähnten Form etwas gegeneinander geneigt, so wirken die von außen an den Wangen anliegenden Fahrbahnplatten mit dazu korrespondierend geneigten Seitenteilen über das Profil diesen von unten wirkenden Kräften entgegen.If it has been mentioned several times above that the profile body has a substantially U-shaped cross section, this does not exclude that the side cheeks of this U-profile are not slightly inclined towards one another, that is to say that the side cheeks are separated from the base part connecting the cheeks seen from above converge, so the two side walls are slightly inclined towards each other like an isosceles trapezoid. Forces can act on the properly and properly laid profile from below. If the cheeks are slightly inclined towards each other in the above-mentioned form, the roadway plates that lie against the cheeks from the outside, with correspondingly inclined side parts, counteract these forces acting from below via the profile.

Zur Veranschaulichung der Erfindung wird sie anhand einer Zeichnung näher erläutert, die einen Querschnitt durch die erfindungsgemäße Einrichtung mit der von ihr aufgenommenen Rillenschiene veranschaulicht.To illustrate the invention, it is explained in more detail with reference to a drawing which illustrates a cross section through the device according to the invention with the grooved rail accommodated by it.

Die Rillenschiene 1 besitzt einen Schienenfuß 2, einen Schienensteg 3 und einen Schienenkopf 4 mit einer Spurrille 5. Der im Querschnitt U-förmige Profilkörper 6 besitzt eine äußere Schale 21 und eine innere Schale 22. Die äußere Schale 21 ist aufgebaut aus einer Bodenplatte 7, zwei Seitenwangen 8 und 9 und die beiden, die hinterschnittene U-Form bildenden Kopfleisten 10 und 11. Diese Elemente sind aus zelligem Polyurethan-Elastomer gefertigt mit einem Raumgewicht von ca. 700 g/dm³, und diese Elemente sind ferner entlang der Ecken 12 miteinander fest verbunden, so daß diese Elemente einen Profilkörper bilden, der eine ausreichende Biegesteifigkeit besitzt, aber dennoch so weit im elastischen Bereich verformbar ist, daß die oberen Ecken an der Schiene bzw. dem Schienenkopf 4 jeweils nach außen (Pfeil 13) ausgeschwenkt werden können, um zwischen Schienenkopf 4 und Kopfleiste 10 bzw. 11 einen Spalt freizugeben, durch den hindurch Füllsteine 14 und 15 eingefügt werden können, worauf im einzelnen noch weiter unten eingegangen werden wird. Wenn vorstehend gesagt ist, daß die äußere Schale 21 aus zelligem Polyurethan-Elastomer gefertigt ist, so ist in diesem Zusammenhang auch festzuhalten, daß für diese äußere Schale 21 ein kompaktes Polyurethan-Elastomer verwendet werden kann also ein Elastomer, das keinen zelligen Aufbau hat.The grooved rail 1 has a rail base 2, a rail web 3 and a rail head 4 with a track groove 5. The cross-sectionally U-shaped profile body 6 has an outer shell 21 and an inner shell 22. The outer shell 21 is constructed from a base plate 7, two side walls 8 and 9 and the two, the undercut U-shape headers 10 and 11. These elements are made of cellular polyurethane elastomer with a density of about 700 g / dm³, and these elements are further along the corners 12 together firmly connected, so that these elements form a profile body, which has sufficient bending stiffness, but is still so deformable in the elastic range that the upper corners on the Rail or the rail head 4 can each be pivoted outwards (arrow 13) in order to open a gap between the rail head 4 and the head strip 10 or 11, through which filler stones 14 and 15 can be inserted, which will be discussed in more detail below becomes. If it is said above that the outer shell 21 is made of cellular polyurethane elastomer, it should also be noted in this connection that a compact polyurethane elastomer can be used for this outer shell 21, that is an elastomer which has no cellular structure.

Die innere Schale 22 des U-förmigen Profilkörpers 6 ist ebenfalls aus zelligem Polyurethan-Elastomer gebildet, und diese innere Schale besteht aus dem Bodenteil 16, den Seitenteilen 17 und 18 und den Kopfteilen 19 und 20. Dieses Polyurethanmaterial besitzt ein Raumgewicht von ca. 400 g/dm³, eine dynamische Steifigkeit von ca. 0,05-0,30 N/mm³ vorzugsweise von 0,07-0,15 N/mm³ und eine statische Steifigkeit von ca. 0,05-0,20, vorzugsweise von 0,06 - 0,15 N/mm³. Bodenteil 16, die Seitenteile 17 und 18 und die Kopfteile 19 und 20 sind mit den dazu korrespondierenden Teilen der Außenschale fest verbunden. In den unteren Ecken 12 des U-förmigen Profilkörpers 6 stoßen Bodenteil 16 und die Seitenteile 17 und 18 stumpf aneinander, mit anderen Worten, hier ist keine feste Verbindung an den aneinander angrenzenden und aneinander anliegenden Flächen der dieser Teile 16, 17 und 18 vorgesehen. Vorstehend ist erwähnt, daß die innere Schale 22 aus zelligem Polyurethan-Elastomer gefertigt ist. Für diese innere Schale können auch andere zellige Werkstoffe eingesetzt werden, beispielsweise Polyäthylenschäume oder geschäumte Gummimaterialien (Moosgummi).The inner shell 22 of the U-shaped profile body 6 is also formed from cellular polyurethane elastomer, and this inner shell consists of the base part 16, the side parts 17 and 18 and the head parts 19 and 20. This polyurethane material has a density of approximately 400 g / dm³, a dynamic stiffness of approx. 0.05-0.30 N / mm³, preferably of 0.07-0.15 N / mm³ and a static stiffness of approx. 0.05-0.20, preferably of 0 , 06 - 0.15 N / mm³. Bottom part 16, the side parts 17 and 18 and the head parts 19 and 20 are firmly connected to the corresponding parts of the outer shell. In the lower corners 12 of the U-shaped profile body 6, the bottom part 16 and the side parts 17 and 18 butt against one another, in other words, there is no fixed connection to the adjoining and abutting surfaces of these parts 16, 17 and 18. It is mentioned above that the inner shell 22 is made of cellular polyurethane elastomer. Other cellular materials can also be used for this inner shell, for example polyethylene foams or foamed rubber materials (foam rubber).

So weit zum konstruktiven Aufbau der Einrichtung zur elastischen Lagerung von Rillenschienen. Dieses Einrichtung wird farbrikseitig gefertigt und als fertiger Profilkörper 6 an die Baustelle geliefert. Der an der Baustelle vorbereitete Gleiskörper ist in der Regel vorerst aufgebockt. An diesem aufgebockten Gleiskörper bzw. an den Rillenschienen dieses Gleiskörpers werden nun die U-förmigen Profilkörper 6 angebracht. Dazu wird der Profilkörper 6 etwas aufgespreizt und von unten her auf die Rillenschiene aufgeschoben. Um die Seitenwangen von innen her zu stützen werden sogenannte Füllsteine eingebracht, die ebenfalls fabrikseitig aus Beton vorgefertigt werden. Zu diesem Zweck werden die oberen Ecken in Richtung der Pfeile 13 etwas nach außen, also vom Schienenkopf 4 weggebogen, so daß die Füllsteine von oben her eingebracht werden können. Ist der vorbereitete Gleiskörper in dieser Weise mit dem Profilkörper 6 ausgerüstet worden, so wird er mittels Hebezeugen an seinen vorgesehenen Ort eingesetzt, und dann wird der Gleiskörper in den Straßenoberbau eingebettet, so daß schlußendlich der Straßenbelag unmittelbar an den oberen Ecken 12 des Profilkörpers 6 anschließt unabhängig davon, ob dieser Straßenbelag nun eine Beton- oder Asphaltdecke darstellt, oder ob hier eine Fahrbahn aus Pflastersteinen aufgebaut wird. Dadurch daß die Seitenteile 17 und 18 mit dem Bodenteil 16 der inneren Schale nicht unmittelbar verbunden sind, kann der Profilkörper zur Montage und auch zum Einbringen der Füllsteine ohne Schwierigkeit in der oben geschilderten Weise aufgeweitet werden. Da der Profilkörper 6 zur Gänze fabrikseitig gefertigt wird, ist seine Montage außerordentlich einfach. Die Zweischaligkeit des Aufbaues gewährleistet einerseits eine hinreichende mechanische Stabilität, andererseits ermöglicht dieser zweischalige Aufbau den Einsatz von qualitativ hochwertigen, relativ weichen schwingungsdämmenden Materialien, aus welchen die innere Schale 22 gefertigt ist. Die bisher gemachten Versuche und Versuchsergebnisse bescheinigen die Richtigkeit dieser Maßnahme.So much for the structural design of the device for the elastic mounting of grooved rails. This device is manufactured on the factory side and delivered to the construction site as a finished profile body 6. The track body prepared at the construction site is usually jacked up for the time being. The U-shaped profile body 6 are now attached to this jacked-up track body or to the grooved rails of this track body. For this purpose, the profile body 6 is spread out slightly and pushed onto the grooved rail from below. In order to support the side walls from the inside, so-called filler stones are introduced, which are also prefabricated from the factory by concrete. For this purpose, the upper corners are bent somewhat outwards in the direction of the arrows 13, that is to say bent away from the rail head 4, so that the filler stones are introduced from above can. If the prepared track body has been equipped with the profile body 6 in this way, it is inserted into its intended location by means of hoists, and then the track body is embedded in the road superstructure, so that the road surface finally connects directly to the upper corners 12 of the profile body 6 regardless of whether this road surface is a concrete or asphalt surface or whether a roadway is built from paving stones. Characterized in that the side parts 17 and 18 are not directly connected to the bottom part 16 of the inner shell, the profile body for mounting and also for inserting the filler stones can be expanded without difficulty in the manner described above. Since the profile body 6 is manufactured entirely by the factory, its assembly is extremely simple. The two-shell structure on the one hand ensures sufficient mechanical stability, on the other hand, this double-shell structure enables the use of high-quality, relatively soft vibration-damping materials from which the inner shell 22 is made. The tests and test results made so far certify the correctness of this measure.

Beim gezeigten Ausführungsbeispiel sind die Seitenwangen 8 und 9 des Profilkörpers 6 aufrecht stehend und zueinander im wesentlichen parallel angeordnet. Es liegt im Rahmen der Erfindung, diese beiden Seitenwangen 8 und 9 um einen geringen Winkelbetrag zueinander zu neigen, so daß sie vom Bodenteil 16 aus gesehen nach oben konvergierend verlaufen. In Verbindung mit seitlich anschließenden und gegenüber dem Profil korrespondierend begrenzten Fahrbahnplatten wird die Verankerung des Profiles selbst im Boden verbessert.In the exemplary embodiment shown, the side cheeks 8 and 9 of the profile body 6 are upright and arranged essentially parallel to one another. It is within the scope of the invention to incline these two side cheeks 8 and 9 to one another by a small angular amount, so that they extend convergingly as seen from the bottom part 16. In connection with laterally adjoining road slabs, which are correspondingly limited in relation to the profile, the anchoring of the profile itself is improved in the ground.

Vorstehend wurde erläutert, daß zur Stützung der Seitenwangen Füllsteine eingebracht werden können. Dieser Begriff _ Füllsteine _ ist ganz allgemein zu verstehen. Er soll auch Füllelemente miteinschließen, die aus anderen Massen als Steinmassen bestehen, beispielsweise solche Füllelemente, die aus Kunststoffmassen gefertigt worden sind.It was explained above that filler stones can be introduced to support the side cheeks. This term _ filler stones _ is to be understood in general. It is also intended to include filling elements which consist of masses other than stone masses, for example those filling elements which have been produced from plastic masses.

Claims (9)

1. Resilient supporting device for grooved rails, having a rail foot, a rail web, and a rail head which is provided with the track groove, the device being formed from a multi-part profiled member which is manufactured from resilient material and is of substantially U-shaped cross section, for receiving the grooved rail and for laterally surrounding it, inclusive of where it is supported on the rail head, characterised in that the walls which form the profiled member (6) are of at least two-shell construction, and the outer shell (21) is formed from a polyurethane elastomer which is substantially resistant to bending, and the inner shell (22) is manufactured from a volume-compressible cellular material, for example likewise from polyurethane, and the two shells are connected together in order to form a sandwich-like structural component.
2. Device according to claim 1, characterised in that the cross sectional shape of the profiled member (6) forms an undercut U-, i.e. the free ends of the lateral cheeks have sections (10, 19; 11, 20) which are arranged facing towards one another.
3. Device according to claim 1 or 2, characterised in that the interior width of the profiled member (6) corresponds approximately to the width of the rail foot (2).
4. Device according to claim 1, characterised in that the wall thickness of the outer shell (21) is substantially constant over the entire cross section of the profiled member (6).
5. Device according to claim 1, characterised in that the wall thickness of the inner shell (23) is different over the entire cross section of the profiled member (6), the inner base- and/or side parts (16, 19, 20) provided in the upper and lower region of the profiled member (6) having the greater wall thickness in comparison to the lateral inner side parts (17, 18).
6. Device according to any one of claims 1 to 5, characterised in that the inner shells (16, 17; 16, 18) lie flush against one another in the lower two corners of the profiled member (6).
7. Device according to any one of claims 1 to 6, characterised in that the specific weights of the materials of the outer and of the inner shells are in a ratio such as approximately 6: 2 to 6: 4.
8. Device according to any one of the claims 1 to 6, characterised in that the dynamic rigidity of the material of the inner shell lies within the range of 0.05-0.30 N/mm³, preferably 0.07-0.15 N/mm³, and the static rigidity lies within the range of 0.05-0.20 N/mm³, preferably of 0.06-0.15 N/mm³.
9. Device according to any one of claims 1, 4 or 5, characterised in that the wall thickness of the unstressed inner shells amounts to a multiple of the wall thickness of the outer shell.
EP19880115420 1987-09-25 1988-09-21 Resilient supporting device for grooved rails Expired - Lifetime EP0308876B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT244587A AT387996B (en) 1987-09-25 1987-09-25 DEVICE FOR THE ELASTIC STORAGE OF GROOVED RAILS
AT2445/87 1987-09-25

Publications (2)

Publication Number Publication Date
EP0308876A1 EP0308876A1 (en) 1989-03-29
EP0308876B1 true EP0308876B1 (en) 1991-03-20

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ID=3534479

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Application Number Title Priority Date Filing Date
EP19880115420 Expired - Lifetime EP0308876B1 (en) 1987-09-25 1988-09-21 Resilient supporting device for grooved rails

Country Status (5)

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EP (1) EP0308876B1 (en)
AT (1) AT387996B (en)
DE (1) DE3862092D1 (en)
ES (1) ES2021807B3 (en)
GR (1) GR3002152T3 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2236343A (en) * 1989-09-27 1991-04-03 Costain Building Prod Concrete channel for railway track
FR2664309A1 (en) * 1990-07-05 1992-01-10 Alveo Ag Lateral filling profile (section) for tramway rail or the like
EP1331310A2 (en) 2002-01-24 2003-07-30 Getzner Werkstoffe Holding GmbH Elastical support system for a grooved rail
WO2012016253A1 (en) 2010-08-04 2012-02-09 Getzner Werkstoffe Holding Gmbh Rail assembly for rail transport
WO2012016254A1 (en) 2010-08-04 2012-02-09 Getzner Werkstoffe Holding Gmbh Rail assembly for rail transport

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ES2072205B1 (en) * 1993-07-19 1998-05-01 Comsa S A TRAMWAY OR RAILWAY SUPPORT FOR CONTINUOUS SUPPORT ON ELASTOMER AND REINFORCED CONCRETE PLATFORM.
DE19753328A1 (en) 1997-12-02 1999-07-01 Sedra Asphalt Technik Biebrich Resilient mat for railway superstructure
FR2775303B1 (en) * 1998-02-26 2000-06-23 Alsthom Cge Alcatel METHOD FOR CONSTRUCTING A RAILWAY TRACK
DE19946317C1 (en) 1999-09-28 2001-03-01 Sedra Asphalt Technik Biebrich Process for producing a soundproof track
DE10001605C1 (en) * 2000-01-17 2001-09-27 Sedra Asphalt Technik Biebrich Cavity filling element, eg for tram rails, consists of an inorganic material which can be inserted into the cavities by pressing or gluing.
DE10064254A1 (en) * 2000-12-22 2002-07-04 Knape Vermoegensverwaltungs Gm railway construction
DE10302521A1 (en) 2003-01-23 2004-08-05 Hermann Ortwein Rail designed as a grooved rail for the formation of traffic routes for rail vehicles
BE1016434A5 (en) * 2003-04-11 2006-11-07 Vanhonacker Patrick Rail system coated.
FR2869627A1 (en) * 2004-04-28 2005-11-04 Robert Chartier Applic Rca Sa Rail joint manufacturing and fitting procedure, especially for tramline, uses elastomer granules mixed with supple bonding agent and containing hollow cells
DE102007003348A1 (en) * 2007-01-17 2008-07-31 Edilon Sedra Gmbh Sheathed railway track
AT506589B1 (en) * 2008-04-04 2009-10-15 Getzner Werkstoffe Holding Gmbh MOLDING
EP2845951A1 (en) * 2013-09-04 2015-03-11 Prefarails Holding Rail jacket for rails intended for rail vehicles

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US1693878A (en) * 1927-06-27 1928-12-04 Ralph J Wells Track liner and method of applying same
GB438344A (en) * 1934-07-24 1935-11-14 Int Latex Processes Ltd Improved supports for tramway and the like rails
US2162599A (en) * 1936-05-15 1939-06-13 Crown Cork & Seal Co Track rail supporting device
DE8336005U1 (en) * 1983-12-15 1984-09-27 Phoenix Ag, 2100 Hamburg ELASTIC SUPPORT BEARING FOR RAILWAY RAILWAYS
DE3439252A1 (en) * 1984-10-26 1986-05-07 Lothar 8700 Würzburg Eisner RAIL INSTALLATION MATERIAL

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2236343A (en) * 1989-09-27 1991-04-03 Costain Building Prod Concrete channel for railway track
FR2664309A1 (en) * 1990-07-05 1992-01-10 Alveo Ag Lateral filling profile (section) for tramway rail or the like
EP1331310A2 (en) 2002-01-24 2003-07-30 Getzner Werkstoffe Holding GmbH Elastical support system for a grooved rail
AT411694B (en) * 2002-01-24 2004-04-26 Getzner Werkstoffe Holding Gmbh DEVICE FOR THE ELASTIC STORAGE OF A RILLED RAIL
WO2012016253A1 (en) 2010-08-04 2012-02-09 Getzner Werkstoffe Holding Gmbh Rail assembly for rail transport
WO2012016254A1 (en) 2010-08-04 2012-02-09 Getzner Werkstoffe Holding Gmbh Rail assembly for rail transport

Also Published As

Publication number Publication date
ES2021807B3 (en) 1991-11-16
GR3002152T3 (en) 1992-12-30
AT387996B (en) 1989-04-10
DE3862092D1 (en) 1991-04-25
EP0308876A1 (en) 1989-03-29
ATA244587A (en) 1988-09-15

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