EP0533645B1 - Tragvorrichtung für Eisenbahnschienen - Google Patents

Tragvorrichtung für Eisenbahnschienen Download PDF

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Publication number
EP0533645B1
EP0533645B1 EP92870109A EP92870109A EP0533645B1 EP 0533645 B1 EP0533645 B1 EP 0533645B1 EP 92870109 A EP92870109 A EP 92870109A EP 92870109 A EP92870109 A EP 92870109A EP 0533645 B1 EP0533645 B1 EP 0533645B1
Authority
EP
European Patent Office
Prior art keywords
sleeper
lateral wall
rail
slipper
peripheral
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
Application number
EP92870109A
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English (en)
French (fr)
Other versions
EP0533645A1 (de
Inventor
Armand Goossens
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GENERAL RAILWAYS ACTIVITIES SAH
Original Assignee
GENERAL RAILWAYS ACTIVITIES SAH
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Publication date
Application filed by GENERAL RAILWAYS ACTIVITIES SAH filed Critical GENERAL RAILWAYS ACTIVITIES SAH
Publication of EP0533645A1 publication Critical patent/EP0533645A1/de
Application granted granted Critical
Publication of EP0533645B1 publication Critical patent/EP0533645B1/de
Anticipated expiration legal-status Critical
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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
    • 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 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 railroad tracks comprising a liner of elastic material, having a bottom and a peripheral 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 vertical 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 arranged around the cross member and 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 bead 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 tightness 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 attached to the bottom .
  • the side wall 4 extends practically 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 manufactured in one elastic material, for example an elastomer. This material has a composition offering Shore hardness depending on the application.
  • FIG. 2 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 area of these respective areas is very small, which increases the ease of extraction or introduction of the cross member due 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. It 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 crosspiece at the level of the first and second contact areas between the liner and the crosspiece. This tightening also contributes to the tightness 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 boot has a bulge 8 projecting outwardly forming a projection 17.
  • the latter has a convex shape allowing the free end of the boot 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.

Landscapes

  • 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)
  • Machines For Laying And Maintaining Railways (AREA)
  • Vibration Prevention Devices (AREA)

Claims (13)

  1. Tragvorrichtung für Eisenbahnschienen, die zur Befestigung einer Schwelle in einer Betonplatte bestimmt ist und einen Schuh (2) aus elastischem Material umfaßt, der einen Boden (3) und eine seitliche Umfangswand (4) aufweist, die an den Boden anschließt und sich wenigstens an der Basis praktisch senkrecht zu diesem Boden erstreckt, wobei dieser Schuh vorgesehen ist, um die Schwelle von ihrer Basis (5) an bis zu einer vorbestimmten Höhe der seitlichen Flächen (6) der Schwelle zu umhüllen, dadurch gekennzeichnet, daß der Schuh in einem vorbestimmten vertikalen Abstand voneinander einen ersten Kontaktbereich (13) und einen zweiten Kontaktbereich (14) mit der Schwelle aufweist, wobei der erste Kontaktbereich (13) am freien Ende der seitlichen Wand (4) gebildet ist und der zweite Kontaktbereich (14) durch eine Umfangsschnur (11) gebildet ist, die um die Schwelle herum angeordnet ist und eine vorbestimmte dynamische Starrheit besitzt, wobei die innere Fläche (16) der seitlichen Wand (4) auf das Innere des Schuhs (2) zu bezüglich der seitlichen Flächen (6) der Schwelle von einer Zone (12) an geneigt ist, die dazu bestimmt ist, sich in Höhe der Schnur (11) zu befinden, so daß ein Raum (7) zwischen der genannten geneigten inneren Fläche (16) und den seitlichen Flächen (6) der Schwelle gebildet wird.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die seitliche Wand des Schuhs einen Umfangseinschnitt (10) aufweist, der so ausgebildet ist, daß er mit der Schnur (11) zusammenarbeitet.
  3. Vorrichtung nach einem der Ansprüche 1 und 2, dadurch gekennzeichnet, daß die Schnur (11) elastisch ist.
  4. Vorrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die seitliche Wand (4) in Nähe ihres freien Endes eine einen Vorsprung (18) bildende Verdickung (8) aufweist.
  5. Vorrichtung nach Anspruch 4, dadurch gekennzeichnet, daß der Vorsprung eine konvexe Form (9) besitzt, die dazu bestimmt ist, einen Umschlag des Endes der seitlichen Wand (4) nach außen zu gestatten.
  6. Vorrichtung nach einem der Ansprüche 4 und 5, dadurch gekennzeichnet, daß die äußere Fläche (18) der Verdickung (8) die Form einer Umfangsnut besitzt, die dazu bestimmt ist, eine Kennzeichnung (21) aufzunehmen.
  7. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, daß ein Umfangsbandagiermittel (21) in der Umfangsnut vorgesehen ist.
  8. Vorrichtung nach Anspruch 7, dadurch gekennzeichnet, daß das Umfangsbandagiermittel (21) von einem Farbband gebildet ist.
  9. Vorrichtung nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß sie einen Schwingungsschutzsockel aufweist, um die Schwingungen der Schiene und der Schwelle bei der Durchfahrt eines auf der Schiene rollenden Fahrzeugs zu dämpfen.
  10. Vorrichtung nach Anspruch 9, dadurch gekennzeichnet, daß die mechanische Starrheit des Schwingungsschutzsockels so gewählt ist, daß die aufeinanderfolgenden Träger längs der Schienen abwechselnd relativ starre und relativ weiche Auflagen bilden.
  11. Vorrichtung nach Anspruch 9 oder 10, dadurch gekennzeichnet, daß die dynamische Starrheit des Schwingungsschutzsockels in Abhängigkeit vom dynamischen Verhalten der Schienen gewählt ist.
  12. Vorrichtung nach Anspruch 10, dadurch gekennzeichnet, daß der Abstand zwischen zwei aufeinanderfolgenden Trägern vom Schienentyp und von der dynamischen Starrheit der Schwingungsschutzsockel abhängig ist.
  13. Vorrichtung nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß die Tiefe des Einschnitts (10) durch die seitliche Wand des Schuhs zwischen 40 % und 60 % ihrer Dicke beträgt.
EP92870109A 1991-09-16 1992-07-29 Tragvorrichtung für Eisenbahnschienen Expired - Lifetime EP0533645B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BE9100855A BE1005352A6 (fr) 1991-09-16 1991-09-16 Dispositif de support pour rails de voie ferree.
BE9100855 1991-09-16

Publications (2)

Publication Number Publication Date
EP0533645A1 EP0533645A1 (de) 1993-03-24
EP0533645B1 true EP0533645B1 (de) 1995-12-06

Family

ID=3885703

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92870109A Expired - Lifetime EP0533645B1 (de) 1991-09-16 1992-07-29 Tragvorrichtung für Eisenbahnschienen

Country Status (6)

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EP (1) EP0533645B1 (de)
AT (1) ATE131231T1 (de)
BE (1) BE1005352A6 (de)
DE (1) DE69206554T2 (de)
ES (1) ES2083145T3 (de)
GR (1) GR3019225T3 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005108675A1 (en) * 2004-05-12 2005-11-17 Delkor Rail Pty. Ltd. Unitary fastening assembly

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2713251B1 (fr) * 1993-11-29 1996-03-01 Allevard Sa Dispositif de support d'un rail de chemin de fer en voie sans ballast et procédé de réalisation d'un tel support.
FR2740788B1 (fr) * 1995-11-07 1998-01-23 Vagneux Traverses Beton Traverse de chemin de fer et elements constitutifs d'une telle traverse
BE1010282A5 (fr) * 1996-05-03 1998-05-05 Goossens Armand Dispositif de support pour rails de voie ferree destine a la fixation d'une traverse monobloc.
DE29719400U1 (de) * 1997-11-04 1998-02-12 Saar-Gummiwerk GmbH, 66687 Wadern Beschuhter Schienensockel
US6364214B1 (en) * 2000-06-30 2002-04-02 Sonneville International Corporation Block boot for railway track systems
FR2906269B1 (fr) * 2006-09-22 2008-12-19 Alstom Transport Sa Traverse de chemin de fer
EP2778284A1 (de) * 2013-03-11 2014-09-17 Sonneville AG Schwellenblockeinheit für Eisenbahnschienensysteme
CN112195689A (zh) * 2020-09-03 2021-01-08 石家庄铁道大学 一种列车快速通行的三线套轨铁路共用轨换边装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT316607B (de) * 1972-01-13 1974-07-25 Semperit Ag Schwellenschuh
US4609144A (en) * 1984-04-27 1986-09-02 Stedef S.A. Railroad tie cover
DE3578088D1 (de) * 1984-07-12 1990-07-12 Armand Goossens Erschuetterungsfreie abstuetzeinrichtung fuer eisenbahnschienen.
FR2574439B1 (fr) * 1984-12-06 1987-01-30 Ressorts Ind Semelle antivibratile pour la suspension d'un rail de chemin de fer et chausson de voie sans ballast comportant une telle semelle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005108675A1 (en) * 2004-05-12 2005-11-17 Delkor Rail Pty. Ltd. Unitary fastening assembly

Also Published As

Publication number Publication date
DE69206554D1 (de) 1996-01-18
DE69206554T2 (de) 1996-08-14
GR3019225T3 (en) 1996-06-30
ATE131231T1 (de) 1995-12-15
BE1005352A6 (fr) 1993-07-06
EP0533645A1 (de) 1993-03-24
ES2083145T3 (es) 1996-04-01

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