EP0533645A1 - Supporting device for railway rails - Google Patents

Supporting device for railway rails Download PDF

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Publication number
EP0533645A1
EP0533645A1 EP92870109A EP92870109A EP0533645A1 EP 0533645 A1 EP0533645 A1 EP 0533645A1 EP 92870109 A EP92870109 A EP 92870109A EP 92870109 A EP92870109 A EP 92870109A EP 0533645 A1 EP0533645 A1 EP 0533645A1
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EP
European Patent Office
Prior art keywords
liner
side wall
rail
cross member
supports
Prior art date
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Granted
Application number
EP92870109A
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German (de)
French (fr)
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EP0533645B1 (en
Inventor
Armand Goossens
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GENERAL RAILWAYS ACTIVITIES SAH
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GENERAL RAILWAYS ACTIVITIES SAH
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Publication of EP0533645A1 publication Critical patent/EP0533645A1/en
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/005—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with sleeper shoes
    • 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
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete
    • 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 present invention relates to a support device for railroad tracks intended for fixing a cross member in a concrete slab.
  • the problem which arises here is therefore that of a convenient extraction of the crosspiece from the liner in which it is fixed while, however, preserving good retention of the crossmember by means of the liner in which the crossmember is wrapped, in order to to ensure sufficient stability of the cross member in the concrete.
  • This stability of the sleeper is essential to ensure good reliability of the railroad supported by the sleeper and to prevent any deformation of the railway track which may arise from a lack of stability of a sleeper.
  • the invention aims to solve this problem.
  • the invention provides a support device for rail tracks comprising a cross member and a liner having a bottom and a side wall connecting to the bottom and extending, at least to the base, practically perpendicular to said bottom, which liner is provided for wrapping the crosspiece from the base thereof to a predetermined height along its lateral faces.
  • the liner comprises first and second contact pads with the crosspiece.
  • the aforementioned contact pads are located at a predetermined distance from each other.
  • the first contact pad is formed by the free end of the side wall.
  • the second contact pad is formed by a peripheral cord having a predetermined dynamic stiffness.
  • the inner surface of the side wall is inclined towards the inside of the liner from an area intended to be at the height of the cord so as to provide a space between the aforementioned inclined inner surface and the lateral faces of the cross-member.
  • the elasticity of the side wall of the liner makes it possible to remove the cross member of the liner and / or to put it back in a particularly convenient manner by spreading the free end of the side wall of the liner and by sliding the cross member inside the perimeter of the cord.
  • the contact surface between the liner and the lateral faces of the cross member and therefore also the friction are thus considerably reduced.
  • the cord gives the device according to the invention a lateral and vertical damping rate which thus ensures good resistance to vibrations and therefore good stability of the cross member, while preserving freedom in the choice of dynamic behavior depending on the applied load. Stability is further improved by tightening the liner on the crosspiece at the level of the first and second contact areas between the liner and the crosspiece. This tightening also contributes to the sealing of the device.
  • the stability of the cross member and the rail is reinforced by the arrangement under each cross member, of an anti-vibration sole which improves the damping of the vibrations of the rail during the passage of vehicles on the rail.
  • the dynamic stiffness of the anti-vibration sole must be less than the stiffness of the liner.
  • the damping time constant of the rail deformations is effectively reduced, in accordance with another aspect of the invention, by selecting for the anti-vibration soleplate of each rail support, a dynamic stiffness so that the successive supports along each rail alternately form relatively rigid supports and relatively flexible supports.
  • the ratio of the dynamic stiffness of relatively rigid supports to that of relatively flexible supports is equal to a factor of at least 5. Thanks to this arrangement, the vibrations of the rail during the passage of a vehicle traveling on the rail are damped in a very short period of time so as to avoid the resonances between the rail and the rolling vehicle, which are troublesome for the comfort of the travelers and which are harmful not only for the rolling stock but also for the stability and the safety of the rails .
  • the spacing between two successive anti-vibration supports is a function of the type of rail and the dynamic stiffness of the anti-vibration pads of said supports.
  • FIG. 1 A rail support device according to the invention is illustrated in FIG. 1.
  • This device comprises a cross member 1, the lower part of which is wrapped in a liner 2.
  • the liner has a bottom 3 and a peripheral side wall 4 connected to the bottom .
  • the side wall 4 extends almost 90 ° relative to the bottom.
  • the height of the side wall 4 of the liner is provided so as to allow it to be embedded in a concrete slab or slab 20 to a depth which is slightly less than said height of the side wall 4.
  • the liner is made in one elastic material, for example an elastomer. This material has a composition offering Shore hardness depending on the application.
  • two contact pads 13 and 14 are provided between the liner 2 and the cross member 1.
  • the surface of these respective areas is very small, which increases the ease of extraction or introduction of the cross member thanks to the reduction in friction between the cross member and the resulting liner.
  • the side wall 4 of the liner ends in a lip, the latter being turned towards a side face 6 of the cross member so that the first contact surface 13 is reduce in contact with the lip 7 on a cross member.
  • the second contact pad 14 is formed by a peripheral cord 11, preferably elastic. This is arranged around the cross member and is held there for example by its elasticity.
  • the cord 11 has a predetermined dynamic stiffness, thus giving the device the desired damping rate.
  • the periphery of the cord 11 is advantageously rounded to reduce the contact surface of the second contact pad 14.
  • the two contact pads 13 and 14 have a predetermined spacing between them, thus acting as a lever arm pivoting around the cord 11.
  • the cord gives the device according to the invention a lateral and vertical damping rate which thus ensures good resistance to vibrations and therefore good stability of the cross member, while preserving freedom in the choice of dynamic behavior as a function of the applied load. Stability is further improved by the tightening of the liner on the cross member at the level of the first and second contact areas between the liner and the cross member. This tightening also contributes to the sealing of the device.
  • the inner surface 16 of the portion of the side wall 4 located between the two contact pads 13 and 14 is inclined towards the inside of the liner as shown in FIG. 2, so as to form an angle with the side faces 6 of the cross member 1 and thus leave a space 7 between the liner and the cross member.
  • the liner has a bulge 8 projecting outwardly forming a projection 17.
  • the latter has a convex shape allowing the free end of the liner to be folded outward. This folding is considerably facilitated by the presence, in the wall of the boot, of a peripheral notch 10 adapted to cooperate with the cord 11.
  • the depth of the notch which has for example a rounded V shape, is for example between 40 and 60% of the thickness of the side wall 4 of the liner.
  • the stability of the sleeper is influenced by the dynamic behavior of the rail and the time constant for damping rail deformations in response to dynamic stresses when vehicles pass over the rail.
  • the damping of vibrations is considerably improved by the arrangement of an anti-vibration sole 15 under the crossmember.
  • the dynamic stiffness of the anti-vibration sole must be less than the stiffness of the liner. Dynamic stiffness of the anti-vibration sole 15 is chosen according to the dynamic behavior of the rail.
  • FIG. 3 schematically represents a section of rail 30 placed on support devices according to the invention which form alternating anti-vibration supports A and B.
  • the supports A and B are alternated at regular distance.
  • the supports A constitute relatively rigid supports which will be called hereinafter rigid supports and the supports B constitute relatively flexible supports which will be called hereinafter flexible supports.
  • the anti-vibration sole 15 In line with a rigid support A, the anti-vibration sole 15 consists of a damping block having a predetermined dynamic stiffness K1. In line with a flexible support B, the anti-vibration sole consists of a damping block having a predetermined dynamic stiffness K2.
  • the ratio between the dynamic stiffness of the relatively rigid supports A and that of the relatively flexible supports B is advantageously equal to a factor of at least 5.
  • the damping block forming the anti-vibration sole can for example be made of closed-cell polyurethane, Microcellular EVA, composite material, etc.
  • the flexible supports do not contribute to the stiffness of the system but give it adequate damping.
  • the rail then behaves like a system rigidly anchored at the right of the rigid supports A and having a maximum deformation at the right of the flexible supports B.
  • the rail thus fixed on alternating anti-vibration supports has a natural frequency which is higher than the main natural frequencies of the rolling stock which is usually less than 20 Hz.
  • the deformation of a rail on alternating stiffness supports according to the invention was calculated for the UIC 60 type rail with the values indicated above for the dynamic stiffness K1 and K2 and a force of 112,500 N corresponding to a conventional load of track railroad.
  • the outer surface 18 of the bulge is advantageously formed with a groove arranged to receive a peripheral strapping means 21, for example a flange.
  • a peripheral strapping means for example a flange.
  • the peripheral strapping means also reinforces the tightening on the cross-member and increases the tightness of the device, while leaving sufficient freedom for the cross-member to ensure its damping function.
  • the peripheral strapping means also makes it possible to free the cross-member for possible intervention on the track. Thanks to the localized appearance of the contact pads 13, 14, the operations of extracting or introducing the cross-member are made much more convenient.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Vibration Prevention Devices (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

A supporting device for railway rails comprises a sleeper (1) and a socket (2) for encasing the sleeper. The socket includes, at a predetermined distance from each other, two areas (13 and 14) for contact with the sleeper. The first area (13) is formed by the free end (7) of the lateral wall (4) of the socket, the second (14) by a peripheral bead (11) having a predetermined dynamic stiffness. The inner surface (16) of the lateral wall (4) is inclined towards the inside of the socket from a zone (12) located at the height of the bead (11). An anti-vibration pad (15) made of a material having a determined dynamic stiffness is advantageously placed under the sleeper. <IMAGE>

Description

La présente invention se rapporte à un dispositif de support pour rails de voie ferrée destiné à la fixation d'une traverse dans une dalle de béton.The present invention relates to a support device for railroad tracks intended for fixing a cross member in a concrete slab.

Il est déjà connu d'installer un chausson dans une dalle de béton pour recevoir partiellement une traverse de voie ferrée. Le chausson connu présente cependant l'inconvénient de ne pas être très manipulable à l'usage, notamment quant à l'accessibilité de la traverse qu'il enveloppe et en particulier lorsque la traverse doit être extraite du chausson pour remplacement ou entretien.It is already known to install a slipper in a concrete slab to partially receive a railway sleeper. The known liner however has the drawback of not being very easy to handle in use, in particular as regards the accessibility of the crosspiece that it envelops and in particular when the crosspiece must be removed from the liner for replacement or maintenance.

Le problème qui se pose ici est donc celui d'une extraction commode de la traverse hors du chausson dans lequel elle est fixée tout en préservant cependant un bon maintien de la traverse par l'intermédiaire du chausson dans lequel la traverse est enveloppée, ceci afin d'assurer une stabilité suffisante de la traverse dans le béton. Cette stabilité de la traverse est essentielle pour assurer une bonne fiabilité de la voie ferrée supportée par la traverse et empêcher toute déformation de la voie ferrée pouvant provenir d'un manque de stabilité d'une traverse.The problem which arises here is therefore that of a convenient extraction of the crosspiece from the liner in which it is fixed while, however, preserving good retention of the crossmember by means of the liner in which the crossmember is wrapped, in order to to ensure sufficient stability of the cross member in the concrete. This stability of the sleeper is essential to ensure good reliability of the railroad supported by the sleeper and to prevent any deformation of the railway track which may arise from a lack of stability of a sleeper.

L'invention a pour but de résoudre ce problème. A cette fin, l'invention propose un dispositif de support pour rails de voie ferrée comprenant une traverse et un chausson présentant un fond et une paroi latérale se rattachant au fond et s'étendant, au moins à la base, pratiquement perpendiculairement audit fond, lequel chausson est prévu pour envelopper la traverse à partir de la base de celle-ci jusqu'à une hauteur prédéterminée le long de ses faces latérales.The invention aims to solve this problem. To this end, the invention provides a support device for rail tracks comprising a cross member and a liner having a bottom and a side wall connecting to the bottom and extending, at least to the base, practically perpendicular to said bottom, which liner is provided for wrapping the crosspiece from the base thereof to a predetermined height along its lateral faces.

Conformément à l'invention, le chausson comprend une première et une deuxième plage de contact avec la traverse. Les plages de contact précitées sont situées à une distance prédéterminée l'une de l'autre. La première plage de contact est formée par l'extrémité libre de la paroi latérale. La deuxième plage de contact est formée par un cordon périphérique présentant une raideur dynamique prédéterminée. La surface intérieure de la paroi latérale est inclinée vers l'intérieur du chausson à partir d'une zone destinée à se trouver à hauteur du cordon de manière à ménager un espace entre la surface intérieure inclinée précitée et les faces latérales de la traverse.According to the invention, the liner comprises first and second contact pads with the crosspiece. The aforementioned contact pads are located at a predetermined distance from each other. The first contact pad is formed by the free end of the side wall. The second contact pad is formed by a peripheral cord having a predetermined dynamic stiffness. The inner surface of the side wall is inclined towards the inside of the liner from an area intended to be at the height of the cord so as to provide a space between the aforementioned inclined inner surface and the lateral faces of the cross-member.

Grâce à l'invention, l'élasticité de la paroi latérale du chausson permet de retirer la traverse du chausson et/ou de la remettre de manière particulièrement commode en écartant l'extrémité libre de la paroi latérale du chausson et en faisant coulisser la traverse à l'intérieur du périmètre du cordon. La surface de contact entre le chausson et les faces latérales de la traverse et donc également le frottement se trouvent ainsi considérablement réduits.Thanks to the invention, the elasticity of the side wall of the liner makes it possible to remove the cross member of the liner and / or to put it back in a particularly convenient manner by spreading the free end of the side wall of the liner and by sliding the cross member inside the perimeter of the cord. The contact surface between the liner and the lateral faces of the cross member and therefore also the friction are thus considerably reduced.

En outre, de par sa raideur dynamique, le cordon confère au dispositif suivant l'invention un taux d'amortissement latéral et vertical qui assure ainsi une bonne tenue aux vibrations et donc une bonne stabilité de la traverse, tout en préservant une liberté dans le choix du comportement dynamique en fonction de la charge appliquée. La stabilité est encore améliorée par le serrage du chausson sur la traverse à hauteur des première et deuxième plages de contact entre chausson et traverse. Ce serrage contribue en outre à l'étanchéité du dispositif.In addition, due to its dynamic stiffness, the cord gives the device according to the invention a lateral and vertical damping rate which thus ensures good resistance to vibrations and therefore good stability of the cross member, while preserving freedom in the choice of dynamic behavior depending on the applied load. Stability is further improved by tightening the liner on the crosspiece at the level of the first and second contact areas between the liner and the crosspiece. This tightening also contributes to the sealing of the device.

La stabilité de la traverse et du rail est renforcée par l'agencement sous chaque traverse, d'une semelle anti-vibratoire qui améliore l'amortissement des vibrations du rail lors du passage de véhicules sur le rail. La raideur dynamique de la semelle anti-vibratoire doit être inférieure à la raideur du chausson.The stability of the cross member and the rail is reinforced by the arrangement under each cross member, of an anti-vibration sole which improves the damping of the vibrations of the rail during the passage of vehicles on the rail. The dynamic stiffness of the anti-vibration sole must be less than the stiffness of the liner.

La constante de temps d'amortissement des déformations du rail se trouve réduite de manière efficace, conformément à un autre aspect de l'invention, en sélectionnant pour la semelle anti-vibratoire de chaque support de rail, une raideur dynamique de telle manière que les supports successifs le long de chaque rail forment alternativement des appuis relativement rigides et des appuis relativement souples. Le rapport de la raideur dynamique des appuis relativement rigides à celle des appuis relativement souples est égal à un facteur d'au moins 5. Grâce à cette disposition, les vibrations du rail lors du passage d'un véhicule roulant sur le rail se trouvent amorties en un laps de temps très court de manière que soient évitées les résonances entre le rail et le véhicule roulant, qui sont gênantes pour le confort des voyageurs et qui sont nuisibles non seulement pour le matériel roulant mais également pour la stabilité et la sécurité des rails. L'espacement entre deux supports anti-vibratoires successifs est fonction du type de rail et de la raideur dynamique des semelles anti-vibratoires desdits supports.The damping time constant of the rail deformations is effectively reduced, in accordance with another aspect of the invention, by selecting for the anti-vibration soleplate of each rail support, a dynamic stiffness so that the successive supports along each rail alternately form relatively rigid supports and relatively flexible supports. The ratio of the dynamic stiffness of relatively rigid supports to that of relatively flexible supports is equal to a factor of at least 5. Thanks to this arrangement, the vibrations of the rail during the passage of a vehicle traveling on the rail are damped in a very short period of time so as to avoid the resonances between the rail and the rolling vehicle, which are troublesome for the comfort of the travelers and which are harmful not only for the rolling stock but also for the stability and the safety of the rails . The spacing between two successive anti-vibration supports is a function of the type of rail and the dynamic stiffness of the anti-vibration pads of said supports.

D'autres avantages et particularités du dispositif suivant l'invention ressortent des sous-revendications.Other advantages and features of the device according to the invention are apparent from the subclaims.

L'invention est exposée ci-après à l'aide d'un exemple de réalisation du dispositif suivant l'invention avec référence aux dessins annexés dans lesquels :

  • la figure 1 est une vue en élévation avec brisure partielle d'un dispositif suivant l'invention;
  • la figure 2 est une vue en coupe suivant la ligne II-II de la figure 1, partiellement tronquée à échelle agrandie d'un dispositif suivant l'invention;
  • la figure 3 est un dessin schématique illustrant l'alternance des appuis anti-vibratoires le long d'un rail, conformément à un aspect de l'invention.
The invention is set out below using an embodiment of the device according to the invention with reference to the accompanying drawings in which:
  • Figure 1 is an elevational view with partial breakage of a device according to the invention;
  • Figure 2 is a sectional view along line II-II of Figure 1, partially truncated on an enlarged scale of a device according to the invention;
  • Figure 3 is a schematic drawing illustrating the alternation of anti-vibration supports along a rail, in accordance with one aspect of the invention.

Un dispositif de support de rail suivant l'invention est illustré dans la figure 1. Ce dispositif comprend une traverse 1 dont la partie inférieure est enveloppée dans un chausson 2. Le chausson présente un fond 3 et une paroi latérale 4 périphérique se rattachant au fond. La paroi latérale 4 s'étend pratiquement à 90° par rapport au fond.A rail support device according to the invention is illustrated in FIG. 1. This device comprises a cross member 1, the lower part of which is wrapped in a liner 2. The liner has a bottom 3 and a peripheral side wall 4 connected to the bottom . The side wall 4 extends almost 90 ° relative to the bottom.

La hauteur de la paroi latérale 4 du chausson est prévue de manière à permettre un enrobage dans une dalle ou un radier de béton 20 jusqu'à une profondeur qui est légèrement inférieure à ladite hauteur de la paroi latérale 4. Le chausson est fabriqué en une matière élastique, par exemple un élastomère. Cette matière présente une composition offrant une dureté Shore fonction de l'application.The height of the side wall 4 of the liner is provided so as to allow it to be embedded in a concrete slab or slab 20 to a depth which is slightly less than said height of the side wall 4. The liner is made in one elastic material, for example an elastomer. This material has a composition offering Shore hardness depending on the application.

Il ressort de la figure 2 que, dans le dispositif suivant l'invention, deux plages de contact 13 et 14 sont prévues entre le chausson 2 et la traverse 1. La surface de ces plages respectives est très réduite, ce qui accroît la facilité d'extraction ou d'introduction de la traverse grâce à la diminution du frottement entre traverse et chausson qui en résulte. Afin de réduire la surface de contact des plages 13 et 14 à un minimum, la paroi latérale 4 du chausson se termine en lèvre, celle-ci étant tournée vers une face latérale 6 de la traverse de manière que la première surface de contact 13 se réduise au contact de la lèvre 7 sur une traverse.It appears from FIG. 2 that, in the device according to the invention, two contact pads 13 and 14 are provided between the liner 2 and the cross member 1. The surface of these respective areas is very small, which increases the ease of extraction or introduction of the cross member thanks to the reduction in friction between the cross member and the resulting liner. In order to reduce the contact surface of pads 13 and 14 to a minimum, the side wall 4 of the liner ends in a lip, the latter being turned towards a side face 6 of the cross member so that the first contact surface 13 is reduce in contact with the lip 7 on a cross member.

La deuxième plage de contact 14 est formée par un cordon périphérique 11, de préférence élastique. Celui-ci est disposé autour de la traverse et s'y maintient par exemple par son élasticité. Le cordon 11 présente une raideur dynamique prédéterminée, conférant ainsi au dispositif le taux d'amortissement voulu. Le pourtour du cordon 11 est avantageusement arrondi pour réduire la surface de contact de la deuxième plage de contact 14.The second contact pad 14 is formed by a peripheral cord 11, preferably elastic. This is arranged around the cross member and is held there for example by its elasticity. The cord 11 has a predetermined dynamic stiffness, thus giving the device the desired damping rate. The periphery of the cord 11 is advantageously rounded to reduce the contact surface of the second contact pad 14.

Les deux plages de contact 13 et 14 présentent entre elles un écartement prédéterminé, agissant ainsi comme un bras de levier pivotant autour du cordon 11. Par cet agencement à deux plages de contact 13, 14 avec élasticité de la paroi latérale 4 du chausson, on obtient un meilleur serrage de la traverse avec fixation amovible de celle-ci. En outre, de par sa raideur dynamique, le cordon confère au dispositif suivant l'invention un taux d'amortissement latéral et vertical qui assure ainsi une bonne tenue aux vibrations et donc une bonne stabilité de la traverse, tout en préservant une liberté dans le choix du comportement dynamique en fonction de la charge appliquée. La stabilité est encore améliorée par le serrage du chausson sur la traverse à hauteur des première et deuxième plages de contact entre chausson et traverse. Ce serrage contribue en outre à l'étanchéité du dispositif.The two contact pads 13 and 14 have a predetermined spacing between them, thus acting as a lever arm pivoting around the cord 11. By this arrangement with two contact pads 13, 14 with elasticity of the side wall 4 of the boot, obtains better tightening of the crosspiece with removable fixing thereof. In addition, due to its dynamic stiffness, the cord gives the device according to the invention a lateral and vertical damping rate which thus ensures good resistance to vibrations and therefore good stability of the cross member, while preserving freedom in the choice of dynamic behavior as a function of the applied load. Stability is further improved by the tightening of the liner on the cross member at the level of the first and second contact areas between the liner and the cross member. This tightening also contributes to the sealing of the device.

La surface intérieure 16 de la portion de la paroi latérale 4 située entre les deux plages de contact 13 et 14 est inclinée vers l'intérieur du chausson comme montré sur la figure 2, de manière à former un angle avec les faces latérales 6 de la traverse 1 et à laisser ainsi un espace 7 entre le chausson et la traverse. Dans la portion précitée de la paroi latérale, le chausson présente un renflement 8 faisant saillie vers l'extérieur en formant un ressaut 17. Celui-ci présente une forme convexe permettant un rabattement vers l'extérieur de l'extrémité libre du chausson. Ce rabattement est considérablement facilité par la présence, dans la paroi du chausson, d'une entaille périphérique 10 adaptée pour coopérer avec le cordon 11. La profondeur de l'entaille qui présente par exemple une forme en V arrondi, est par exemple comprise entre 40 et 60 % de l'épaisseur de la paroi latérale 4 du chausson. Lors de l'installation du chausson 2 dans le béton 20, le ressaut 17 agit comme arrêt pour le chausson.The inner surface 16 of the portion of the side wall 4 located between the two contact pads 13 and 14 is inclined towards the inside of the liner as shown in FIG. 2, so as to form an angle with the side faces 6 of the cross member 1 and thus leave a space 7 between the liner and the cross member. In the aforementioned portion of the side wall, the liner has a bulge 8 projecting outwardly forming a projection 17. The latter has a convex shape allowing the free end of the liner to be folded outward. This folding is considerably facilitated by the presence, in the wall of the boot, of a peripheral notch 10 adapted to cooperate with the cord 11. The depth of the notch which has for example a rounded V shape, is for example between 40 and 60% of the thickness of the side wall 4 of the liner. When installing the liner 2 in the concrete 20, the projection 17 acts as a stop for the liner.

La stabilité de la traverse est influencée par le comportement dynamique du rail et la constante de temps d'amortissement des déformations du rail en réponse aux sollicitations dynamiques lors du passage de véhicules sur le rail. L'amortissement des vibrations est considérablement amélioré par l'agencement d'une semelle anti-vibratoire 15 sous la traverse. La raideur dynamique de la semelle anti-vibratoire doit être inférieure à la raideur du chausson. La raideur dynamique de la semelle anti-vibratoire 15 est choisie en fonction du comportement dynamique du rail.The stability of the sleeper is influenced by the dynamic behavior of the rail and the time constant for damping rail deformations in response to dynamic stresses when vehicles pass over the rail. The damping of vibrations is considerably improved by the arrangement of an anti-vibration sole 15 under the crossmember. The dynamic stiffness of the anti-vibration sole must be less than the stiffness of the liner. Dynamic stiffness of the anti-vibration sole 15 is chosen according to the dynamic behavior of the rail.

Une étude dynamique des rails couramment utilisés pour les tramways, le métro et le chemin de fer (par exemple les rails types NP4, EB50 et UIC 60) a montré que la courbe de déformation en fonction de la fréquence présente une série de crêtés qui sont à l'origine de vibrations qui s'amortissent avec une constante de temps dépassant largement une milliseconde et s'approchant même de deux millisecondes. Cette constante de temps étant plus longue que le laps de temps entre deux sollicitations dynamiques successives appliquées par les roues du véhicule (laps de temps lié à la distance entre les axes des roues), il en résulte des résonances entre les vibrations du rail et les vibrations du véhicule lui-même.A dynamic study of the rails commonly used for trams, metro and railways (for example NP4, EB50 and UIC 60 type rails) has shown that the deformation curve as a function of frequency presents a series of crests which are at the origin of vibrations which are damped with a time constant largely exceeding a millisecond and approaching even two milliseconds. This time constant being longer than the time between two successive dynamic stresses applied by the wheels of the vehicle (time related to the distance between the axes of the wheels), this results in resonances between the vibrations of the rail and the vibrations of the vehicle itself.

Afin de réduire la constante de temps d'amortissement des déformations du rail de manière à éviter les effets de résonance gênants pour le confort des voyageurs et nuisibles pour le matériel (véhicules et rails), la raideur dynamique de la semelle anti-vibratoire 15 de chaque dispositif de support est choisie de manière que les supports successifs de long de chaque rail forment des appuis anti-vibratoires ayant des raideurs dynamiques alternées. La figure 3 représente schématiquement un tronçon de rail 30 posé sur des dispositifs de support selon l'invention qui forment des appuis anti-vibratoires A et B alternés. Les appuis A et B sont alternés à distance régulière. Les appuis A constituent des appuis relativement rigides qui seront appelés dans la suite appuis rigides et les appuis B constituent des appuis relativement souples qui seront appelés dans la suite appuis souples.In order to reduce the damping time constant for rail deformations so as to avoid annoying resonance effects for passenger comfort and harmful to equipment (vehicles and rails), the dynamic stiffness of the anti-vibration sole 15 of each support device is chosen so that the successive supports along each rail form anti-vibration supports having alternating dynamic stiffnesses. FIG. 3 schematically represents a section of rail 30 placed on support devices according to the invention which form alternating anti-vibration supports A and B. The supports A and B are alternated at regular distance. The supports A constitute relatively rigid supports which will be called hereinafter rigid supports and the supports B constitute relatively flexible supports which will be called hereinafter flexible supports.

Au droit d'un appui rigide A, la semelle anti-vibratoire 15 est constituée d'un bloc amortissant ayant une raideur dynamique K1 prédéterminée. Au droit d'un appui souple B, la semelle anti-vibratoire est constituée d'un bloc amortissant ayant une raideur dynamique K2 prédéterminée. Le rapport entre la raideur dynamique des appuis relativement rigides A et celle des appuis relativement souples B est avantageusement égal à un facteur d'au moins 5. Le bloc amortissant formant la semelle anti-vibratoire peut par exemple être constitué de polyuréthane à cellules fermées, EVA microcellulaire, matériau composite, etc. Les appuis souples ne contribuent pas à la raideur du système mais lui confèrent un amortissement adéquat. Le rail se comporte alors comme un système ancré rigidement au droit des appuis rigides A et ayant une déformation maximale au droit des appuis souples B. Le rail ainsi fixé sur appuis anti-vibratoires alternés présente une fréquence propre qui est supérieure aux fréquences propres principales du matériel roulant qui sont habituellement inférieures à 20 Hz.In line with a rigid support A, the anti-vibration sole 15 consists of a damping block having a predetermined dynamic stiffness K1. In line with a flexible support B, the anti-vibration sole consists of a damping block having a predetermined dynamic stiffness K2. The ratio between the dynamic stiffness of the relatively rigid supports A and that of the relatively flexible supports B is advantageously equal to a factor of at least 5. The damping block forming the anti-vibration sole can for example be made of closed-cell polyurethane, Microcellular EVA, composite material, etc. The flexible supports do not contribute to the stiffness of the system but give it adequate damping. The rail then behaves like a system rigidly anchored at the right of the rigid supports A and having a maximum deformation at the right of the flexible supports B. The rail thus fixed on alternating anti-vibration supports has a natural frequency which is higher than the main natural frequencies of the rolling stock which is usually less than 20 Hz.

La raideur dynamique des appuis est déterminée en fonction du type de rail et de la distance entre deux appuis successifs. Avec un écartement de 750 mm par exemple entre deux appuis successifs, les appuis rigides A ont par exemple une raideur dynamique K1=5x10⁸ N/m environ et les appuis souples B ont par exemple une raideur dynamique K2=2x10⁷ N/m environ.The dynamic stiffness of the supports is determined according to the type of rail and the distance between two successive supports. With a spacing of 750 mm for example between two successive supports, the rigid supports A have for example a dynamic stiffness K1 = 5x10⁸ N / m approximately and the flexible supports B have for example a dynamic stiffness K2 = 2x10⁷ N / m approximately.

La déformation d'un rail sur appuis de raideurs alternées selon l'invention a été calculée pour le rail type UIC 60 avec les valeurs indiquées ci-dessus pour les raideurs dynamiques K1 et K2 et un effort de 112.500 N correspondant à une charge classique de voie ferrée. Le calcul de la flèche du rail au droit d'un appui souple par la méthode des éléments finis donne une flèche X = 1 mm. Des mesures effectuées sur site ont confirmé les résultats prévus.The deformation of a rail on alternating stiffness supports according to the invention was calculated for the UIC 60 type rail with the values indicated above for the dynamic stiffness K1 and K2 and a force of 112,500 N corresponding to a conventional load of track railroad. The calculation of the deflection of the rail at the right of a flexible support by the finite element method gives an deflection X = 1 mm. On-site measurements confirmed the expected results.

La flèche obtenue est intéressante. Elle est moins importante que celle que l'on obtient avec des appuis souples classiques (X=2,30 mm). Pour une masse non suspendue de 800 kg par roue, il en résulte une fréquence propre du système roue/rail/support d'environ 50 Hz, semblable à celle d'une voie ballastée et à celle d'une voie sur béton avec des appuis souples classiques. Pour un même comportement dynamique dans les basses fréquences, on obtient donc avec l'invention une flèche moins importante du rail, et pour une même flèche du rail, l'invention produit une plus basse fréquence de résonance du système roue/rail/support, d'où une moindre sollicitation des dispositifs de support et une durée de vie accrue du matériel.The arrow obtained is interesting. It is less important than that obtained with conventional flexible supports (X = 2.30 mm). For an unsprung mass of 800 kg per wheel, this results in a natural frequency of the wheel / rail / support system of approximately 50 Hz, similar to that of a ballasted track and that of a track on concrete with supports. flexible classic. For the same dynamic behavior at low frequencies, the invention therefore provides a less significant deflection of the rail, and for the same deflection of the rail, the invention produces a lower resonance frequency of the wheel / rail / support system, hence less stress on the support devices and a longer service life of the equipment.

La surface extérieure 18 du renflement est avantageusement formée avec une rainure agencée pour recevoir un moyen de cerclage périphérique 21, par exemple une bride. Celle-ci est destinée à permettre une identification immédiate du chausson, notamment quant à la nature de la semelle anti-vibratoire 15 qu'il renferme et se présente à cette fin avantageusement sous forme d'un ruban couleur. Cela revêt une grande importance dans les dispositifs de support de rails de voie ferrée appliquant le principe de raideur dynamique alternée pour les semelles anti-vibratoires. Le moyen de cerclage périphérique renforce en outre le serrage sur la traverse et accroît l'étanchéité du dispositif, tout en laissant suffisamment de liberté à la traverse pour assurer sa fonction d'amortissement. A cet effet il est également prévu un faible écartement 19 entre le chausson 2 et la base de la traverse 1, permettant un certain jeu de la traverse à l'intérieur du chausson. Le moyen de cerclage périphérique permet encore de libérer la traverse pour une intervention éventuelle à la voie. Grâce à l'aspect localisé des plages de contact 13, 14, les manipulations d'extraction ou d'introduction de la traverse sont rendues nettement plus commodes.The outer surface 18 of the bulge is advantageously formed with a groove arranged to receive a peripheral strapping means 21, for example a flange. This is intended to allow immediate identification of the liner, in particular as to the nature of the anti-vibration sole 15 which it contains and is advantageously presented in this form in the form of a colored ribbon. This is of great importance in rail track support devices applying the principle of alternating dynamic stiffness for anti-vibration soles. The peripheral strapping means also reinforces the tightening on the cross-member and increases the tightness of the device, while leaving sufficient freedom for the cross-member to ensure its damping function. For this purpose there is also a small gap 19 between the liner 2 and the base of the cross member 1, allowing a certain play of the cross member inside the liner. The peripheral strapping means also makes it possible to free the cross-member for possible intervention on the track. Thanks to the localized appearance of the contact pads 13, 14, the operations of extracting or introducing the cross-member are made much more convenient.

Claims (13)

Dispositif de support pour rails de voie ferrée comprenant une traverse (1) et un chausson (2), présentant un fond (3) et une paroi latérale (4) se rattachant au fond et s'étendant, au moins à la base, pratiquement perpendiculairement audit fond, lequel chausson est prévu pour envelopper la traverse à partir de la base (5) de celle-ci jusqu'à une hauteur prédéterminée des faces latérales (6) de la traverse, caractérisé en ce que le chausson comporte, à une distance prédéterminée l'une de l'autre, une première plage de contact (13) et une deuxième plage de contact (14) avec la traverse, la première plage de contact (13) étant formée à l'extrémité libre de la paroi latérale (4), et la deuxième plage de contact (14) étant formée par un cordon périphérique (11) présentant une raideur dynamique prédéterminée, la surface intérieure (16) de la paroi latérale (4) étant inclinée vers l'intérieur du chausson (1), par rapport aux faces latérales (6) de la traverse à partir d'une zone (12) destinée à se trouver à hauteur du cordon (11) de manière à former un espace (7) entre la surface intérieure inclinée précitée (16) et les faces latérales (6) de la traverse.Support device for railroad tracks comprising a cross-member (1) and a liner (2), having a bottom (3) and a side wall (4) which is attached to the bottom and extends, at least at the base, practically perpendicular to said bottom, which liner is provided for wrapping the crosspiece from the base (5) thereof to a predetermined height of the lateral faces (6) of the cross member, characterized in that the liner has, at a predetermined distance from each other, a first contact pad (13) and a second contact pad (14) with the cross member, the first contact pad (13) being formed at the free end of the side wall (4), and the second contact pad (14) being formed by a peripheral cord (11) having a predetermined dynamic stiffness, the inner surface (16) of the side wall (4) being inclined towards the inside of the liner ( 1), relative to the lateral faces (6) of the cross member from a zone (12) intended to be at the height of the cord (11) so as to form a space (7) between the aforementioned inclined inner surface (16) and the lateral faces (6) of the cross member. Dispositif suivant la revendication 1, caractérisé en ce que la paroi latérale du chausson présente une entaille (10) périphérique agencée pour coopérer avec le cordon (11).Device according to claim 1, characterized in that the side wall of the liner has a peripheral notch (10) arranged to cooperate with the cord (11). Dispositif suivant l'une des revendications 1 et 2, caractérisé en ce que le cordon (11) est élastique.Device according to either of Claims 1 and 2, characterized in that the cord (11) is elastic. Dispositif suivant l'une des revendications 1 à 3, caractérisé en ce que la paroi latérale (4) présente à proximité de son extrémité libre un renflement (8) formant un ressaut (17).Device according to one of Claims 1 to 3, characterized in that the side wall (4) has, near its free end, a bulge (8) forming a projection (17). Dispositif suivant la revendication 4, caractérisé en ce que le ressaut présente une forme convexe (9) destinée à permettre un rabattement, vers l'extérieur, de l'extrémité de la paroi latérale (4).Device according to Claim 4, characterized in that the projection has a convex shape (9) intended to allow the end of the side wall (4) to be folded outwards. Dispositif suivant l'une des revendications 4 et 5, caractérisé en ce que la surface extérieure (18) du renflement (8) présente la forme d'une rainure périphérique destinée à recevoir un identificateur (21).Device according to either of Claims 4 and 5, characterized in that the external surface (18) of the bulge (8) has the form of a peripheral groove intended to receive an identifier (21). Dispositif suivant la revendication 6, caractérisé en ce qu'un moyen de cerclage périphérique (19) est prévu dans la rainure périphérique.Device according to claim 6, characterized in that a peripheral strapping means (19) is provided in the peripheral groove. Dispositif suivant la revendication 7, caractérisé en ce que le moyen de cerclage périphérique (21) est formé par un ruban de couleur.Device according to claim 7, characterized in that the peripheral strapping means (21) is formed by a colored ribbon. Dispositif suivant l'une quelconque des revendications 1 à 8, caractérisé en ce qu'il comprend une semelle anti-vibratoire pour amortir les vibrations du rail et de la traverse lors du passage d'un véhicule roulant sur le rail.Device according to any one of Claims 1 to 8, characterized in that it comprises an anti-vibration sole for damping the vibrations of the rail and of the cross-member during the passage of a rolling vehicle on the rail. Dispositif suivant la revendication 9, caractérisé en ce que la raideur dynamique de la semelle anti-vibratoire est choisie de manière que les supports successifs le long des rails forment alternativement des appuis relativement rigides et des appuis relativement souples.Device according to claim 9, characterized in that the dynamic stiffness of the anti-vibration sole is chosen so that the successive supports along the rails alternately form relatively rigid supports and relatively flexible supports. Dispositif suivant la revendication 9 ou 10, caractérisé en ce que la raideur dynamique de la semelle anti-vibratoire est choisie en fonction du comportement dynamique des rails.Device according to claim 9 or 10, characterized in that the dynamic stiffness of the anti-vibration sole is chosen as a function of the dynamic behavior of the rails. Dispositif suivant la revendication 10, caractérisé en ce que l'espacement entre deux supports successifs est fonction du type de rail et de la raideur dynamique des semelles anti-vibratoires.Device according to claim 10, characterized in that the spacing between two successive supports is a function of the type of rail and the dynamic stiffness of the anti-vibration soles. Dispositif suivant l'une quelconque des revendications 1 à 8, caractérisé en ce que la profondeur de l'entaille (10) à travers la paroi latérale du chausson est comprise entre 40 % et 60 % de l'épaisseur de celle-ci.Device according to any one of Claims 1 to 8, characterized in that the depth of the notch (10) through the side wall of the boot is between 40% and 60% of the thickness thereof.
EP92870109A 1991-09-16 1992-07-29 Supporting device for railway rails Expired - Lifetime EP0533645B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BE9100855 1991-09-16
BE9100855A BE1005352A6 (en) 1991-09-16 1991-09-16 Device support for rail road tracks.

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EP0533645A1 true EP0533645A1 (en) 1993-03-24
EP0533645B1 EP0533645B1 (en) 1995-12-06

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AT (1) ATE131231T1 (en)
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EP0655529A1 (en) * 1993-11-29 1995-05-31 Allevard Railway rail support device for a ballastless track and method of realizing such support
FR2740788A1 (en) * 1995-11-07 1997-05-09 Vagneux Traverses Beton Railway sleeper installable without ballast
BE1010282A5 (en) * 1996-05-03 1998-05-05 Goossens Armand Support device for railway line rails intended to anchor a monobloc sleeper
EP0915202A1 (en) * 1997-11-04 1999-05-12 SAAR-GUMMIWERK GmbH Railway sleeper with sleeper shoe
EP1905896A1 (en) * 2006-09-22 2008-04-02 Alstom Transport S.A. Railway sleeper
EP2778284A1 (en) * 2013-03-11 2014-09-17 Sonneville AG Sleeper block unit for railway rail systems

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US6364214B1 (en) * 2000-06-30 2002-04-02 Sonneville International Corporation Block boot for railway track systems
WO2005108675A1 (en) * 2004-05-12 2005-11-17 Delkor Rail Pty. Ltd. Unitary fastening assembly
CN112195689A (en) * 2020-09-03 2021-01-08 石家庄铁道大学 Three-line set rail railway shared rail edge changing device for rapid train passing

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Publication number Priority date Publication date Assignee Title
EP0655529A1 (en) * 1993-11-29 1995-05-31 Allevard Railway rail support device for a ballastless track and method of realizing such support
FR2713251A1 (en) * 1993-11-29 1995-06-09 Allevard Sa Support device for a railroad track without ballast and method of producing such a support.
FR2740788A1 (en) * 1995-11-07 1997-05-09 Vagneux Traverses Beton Railway sleeper installable without ballast
BE1010282A5 (en) * 1996-05-03 1998-05-05 Goossens Armand Support device for railway line rails intended to anchor a monobloc sleeper
EP0915202A1 (en) * 1997-11-04 1999-05-12 SAAR-GUMMIWERK GmbH Railway sleeper with sleeper shoe
EP1905896A1 (en) * 2006-09-22 2008-04-02 Alstom Transport S.A. Railway sleeper
RU2487207C2 (en) * 2006-09-22 2013-07-10 Альстом Транспорт Са Railway sleeper
AU2007216806B2 (en) * 2006-09-22 2013-09-26 Alstom Transport Technologies A rail track tie
EP2778284A1 (en) * 2013-03-11 2014-09-17 Sonneville AG Sleeper block unit for railway rail systems
WO2014139898A1 (en) * 2013-03-11 2014-09-18 Sonneville Ag Crosstie block unit for railway systems
US9752285B2 (en) 2013-03-11 2017-09-05 Sonneville Ag Sleeper block unit for railway track systems

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GR3019225T3 (en) 1996-06-30
ES2083145T3 (en) 1996-04-01
ATE131231T1 (en) 1995-12-15
DE69206554T2 (en) 1996-08-14
DE69206554D1 (en) 1996-01-18
BE1005352A6 (en) 1993-07-06
EP0533645B1 (en) 1995-12-06

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