EP0698147B1 - Fixation elastique de rails - Google Patents

Fixation elastique de rails Download PDF

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Publication number
EP0698147B1
EP0698147B1 EP94914316A EP94914316A EP0698147B1 EP 0698147 B1 EP0698147 B1 EP 0698147B1 EP 94914316 A EP94914316 A EP 94914316A EP 94914316 A EP94914316 A EP 94914316A EP 0698147 B1 EP0698147 B1 EP 0698147B1
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EP
European Patent Office
Prior art keywords
intermediate layer
rail
fastening device
rail fastening
compression
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
EP94914316A
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German (de)
English (en)
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EP0698147A1 (fr
Inventor
Udo Wirthwein
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Individual
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Individual
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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
    • 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
    • E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape
    • E01B9/686—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape with textured surface
    • 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
    • E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape

Definitions

  • the invention relates to a resilient rail fastening with an elastic intermediate layer.
  • Modern rail fastenings on sleepers of a railway track are usually equipped with intermediate layers between the rail foot and the sleeper to ensure an elastic train run. It does not matter whether concrete sleepers, e.g. the usual size B 70 or wooden or steel sleepers, as a trough sleeper or Y sleeper with two supports per sleeper for each rail.
  • concrete sleepers e.g. the usual size B 70 or wooden or steel sleepers, as a trough sleeper or Y sleeper with two supports per sleeper for each rail.
  • the rails are also elastically tensioned by spring elements that act on the rail foot and in turn are anchored to the support, the sleepers or a bridge substructure or other solid substrates by screws or eyelets.
  • Such a resilient fastening arrangement for rails on sleepers with an elastic intermediate layer is disclosed in DE-A 32 43 895 for a track in ballast bedding.
  • Such elastic intermediate layers are also known for height-adjustable rail fastenings, in particular to be used in a ballastless superstructure (DE-A 26 00416), which at the same time can have an electrical insulating effect, provided that the bracing on the support itself is insulated from the rail. Otherwise, the bracing must be provided with insulation separately. Lateral rail guidance is usually ensured by angle guide plates, which in turn can be made of plastic or steel.
  • the spring element itself can also be mounted in a special support, e.g. a ribbed plate, be locked and hold the rail foot on the ribbed plate.
  • a rubber plate was chosen as the elastic rail underlay, which is equipped with continuous groove profiling in the longitudinal direction of the rail both on the rail foot side and on the support side. This obviously gives the intermediate rubber plate increased elasticity, although this is not disclosed in the CH patent.
  • an intermediate layer made of rubber which is provided on one side with a network of compression surfaces with integrated compression points, and which protrude as cylindrical or angular columns from a recess surface is known.
  • This intermediate layer is to be manufactured as an endless belt, possibly with a border, and cut on site. A specific application or other material parameters are not disclosed.
  • rail supports consist of polyethylene or polyurethane, i.e. thermoplastic plastics
  • the compression surfaces i.e. the surfaces of the intermediate layer, which face the support or the rail foot, can be smooth or can also be provided with a profiling from the rail foot side.
  • the invention is based on the problem of proposing a resilient rail fastening with an elastic intermediate layer, in which the environmental and load-related, destructive conditions can be largely compensated, the type of elastic intermediate layer should be adaptable to the special applications and inexpensive to manufacture.
  • Such intermediate layers can be used in the conventional K superstructure with a spring washer; However, their full effect can only be achieved with modern resilient rail fastenings, e.g. the so-called W superstructure, with a w-shaped steel spring, which is fixed by a screw to the support, the sleepers, and thus tensions the rail foot.
  • the new intermediate layer prevents contamination of the rail support or the penetration of water into the gap between the rails and the threshold or the solid surface characterized in that the intermediate support is provided with a smooth surface on the rail foot side and the setting of the spring index variable for the various application surfaces by a corresponding variation of the compression surfaces facing the support, the threshold.
  • the corresponding surface of the intermediate layer is provided with a continuous, closed edge strip which encloses a depression surface from which further portions of the compression surface rise in the form of small-area compression points and serve as a support surface.
  • This - with the threshold formed - closed space is kept essentially tight by the usual compression of the skirting due to rail deflection or rail foot tilt when appropriate vertical and lateral forces occur, so that the depression is not affected by air suction or similar environmental conditions with water or fill dirt.
  • the edge strip is interrupted transversely to the longitudinal direction of the rail by drainage channels which are connected to the recessed surfaces.
  • the spring stiffness of the intermediate documents ie their spring number adapted to the specific conditions, can be adjusted for each individual case by the choice of size and the number of small-area compression points in combination with a possibly variable width of the edge strip.
  • the type of sub-swelling, e.g. ballast bed or solid carriageway, as well as the load spectrum, e.g. a high-speed route or route with high tonnage loads (cumulative rolling load), small or large curve radii and the like should be considered as an individual case.
  • each compression point is designed as a truncated cone or truncated pyramid, ie its top surface effective at the start of loading is smaller than its base surface coinciding with the recess surface. This area difference, which changes continuously with the recess depth, or the corresponding slope steepness of the compression points can be included in the calculation of the spring stiffness.
  • the ratio between the minimum and maximum loading of the intermediate layer and their desired effects on the spring stiffness of the entire rail fastening can be set in this way.
  • the spring stiffness also includes the material used for the intermediate layer and its behavior at the occurring temperatures from - 30 ° C to + 80 ° C.
  • thermoplastic elastomers from the group of uncrosslinked rubbers (TPE) and ethylene-vinyl acetate copolymers (PE copolymers) are used. Carbon black is added for UV stabilization.
  • the statistical load is usually taken into account when setting the spring stiffness, e.g. at 50 kN - secant stiffness between the load levels 18 - 68 kN - as well as at room temperature, and the dynamic behavior, for example as a result of the rollover frequency caused by the railway operation.
  • the spring stiffness should be constant under variable conditions; however, this cannot be realized. For these reasons, an adaptation to the most frequent traffic loads is made.
  • the invention solves a particular problem to which the prior art has hitherto not given sufficient attention.
  • Calculations of the executives attacking the rail head and vertical load forces have been known for a long time, the results of which act as surface pressure on parts of the rail support.
  • the vertical loading forces result from the weight of the rolling vehicles, while the executives attacking the rail head horizontally to a lesser extent from the sinusoidal movement of the vehicles on the track and the consequent striking of the wheel flanges on the rail head, to a greater extent by centrifugal forces corresponding to an arc radius of the track , the weight of the heaviest vehicle and any existing rail superelevation.
  • the forces on a rail support can easily reach the value of 6 MP.
  • the load e.g.
  • the intermediate layers according to the invention have shown in practice that, with the dynamic load present, they show only slight changes in the characteristics of their elasticity which lie within the permissible tolerances for such rail bearings, and thus prevent the elastic intermediate layer from being destroyed in the specific applications.
  • the closed edge strips also prevent the rail from sloping with larger lateral guiding forces, because the locally greater spring stiffness brings about a corresponding reaction force.
  • the underside of the intermediate layer is provided at the edges lying in the longitudinal direction of the rail with a wrap-around strip or rib, which provides a positive locking of the intermediate layer on the threshold.
  • This wrap-around strip preferably does not extend over the entire width of the intermediate layer, but is limited to a length of 10-60% of the width of the intermediate layer.
  • the wrap-around bar is recessed in the central area and is only pronounced at corners of the intermediate layer over a length of approximately 20% of the total width. There are several technical reasons for this. In this way, a concentrated accumulation of material with corresponding flow problems during production is avoided.
  • its seat can be checked more easily from the threshold side, since the rail seat or the threshold support is not covered in the central region.
  • the elastic intermediate layers in the rail transverse direction have a protruding rib on which the angle guide pieces can be placed.
  • the elastic intermediate layer In order to the elastic intermediate layer is fixed in its target position at the same time as the rail foot is braced.
  • the different design of the surface support elements, in particular the compression points within the recess surface can expediently be achieved by arranging an exchangeable tool plate within the injection molding tool.
  • Such plates can be kept in stock for a different number of compression points and / or different sizes and shapes such as round or angular or truncated pyramid or truncated cone-shaped compression points with different slope, also for different or the same total surfaces. This makes it possible to produce intermediate layers of different overall spring stiffness with one and the same tool.
  • a rail 1 of size UIC 60 with an inclination 1:40 to the middle of the track (to the left) is shown at its attachment point.
  • the foot 2 of the rail 1 is tensioned by angle guide plates 5 in the lateral direction and from above by a resilient rail fastening 4.
  • An elastic intermediate layer 8 is arranged between the bearing surface 21 of the concrete sleeper 6 and the rail foot sole 3, the lateral ribs 7, 9 of which are held by angle guide pieces 5.
  • the bottom view (arrow A) of the elastic intermediate layer is shown in Fig. 2.
  • the upper side of the elastic intermediate layer, not shown, is flat and therefore has full contact with the rail foot sole 3.
  • the elastic intermediate layer 8 has within a largely closed edge strip, in the longitudinal direction of the rail with the parts 12, 13 and the transverse direction of the rail with the parts 10, 11, which enclose a recess surface 17.
  • 42 compression points 18, which present themselves as elevations within the depression surface 17, are arranged within the depression surface 17.
  • a thermoplastic, uncrosslinked elastomer was used as the material for the intermediate layer.
  • the spring index achieved with a dimension of the intermediate layer of nominally 165 x 148 mm and a total thickness of 7 mm and a recess of 5 mm in this case is approx. 60 kN / mm at room temperature.
  • drainage channels 20, 22 are guided across the edge strip, which allow air and / or water that has got into the recess surface to be pressed out of the recess surface 17 when the elastic intermediate layer is compressed.
  • the drainage channels 20, 22 are arranged transversely to the rail, so that the suction from rolling vehicles cannot enter dust or water into the depression surface. If necessary, additional drainage channels can be arranged, for example, on the opposite edge strip.
  • the radii 16 of the ribs 15, 40 encompass the sleeper body 6 and thus ensure a positive locking of the elastic intermediate layer 8 in the longitudinal direction of the rail.
  • the lateral edge strips 10, 11 are protruded by ribs 9, 7 which, as shown in FIG. 1, can be clamped under the angle guide pieces 5.
  • the protected fields 23 serve to identify the manufacturer and the date of manufacture of the intermediate layer.
  • FIG. 3 shows a section B-B according to FIG. 2, which in part leads through the edge strip 13 and the recess surface 17 with the knobs 18 and then (on the right partial image) shows a side view of the elastic intermediate layer 8.
  • the ribs 14, 15 with the radii 16 serve to abut the threshold.
  • the recess 17 extends from the edge strip 13, from which truncated pyramid-shaped compression points 18 with an inclined flank 19 protrude.
  • the rib 9 in front of the edge strip 10 serves to fix the elastic intermediate layer, while the drainage channel 22 extends from the outer edge of the edge strip 10 to the recess surface 17 within the elastic intermediate layer.
  • FIG. 4 shows a second embodiment of an intermediate layer 25 analogous to FIG. 2, likewise in the position of view A according to FIG. 1.
  • compression points 34, 30 instead of the compression points 18, here compression points 34, 30 of different sizes are used as truncated cones distributed over the recess surface 37.
  • the intermediate layer 25 made of PE copolymers otherwise also has continuous edge strips 28, 29 for supporting the rail foot edges and reinforced, widened edge strips 26, 27 for reducing the specific edge pressure of the intermediate layer.
  • the wrap-around strips 24 are reduced here to a minimum for fixing the intermediate layer on the threshold, for example to largely avoid an accumulation of material that is undesirable in terms of production technology.
  • the compression points 30, 34 have a head surface 31, 37 which is reduced compared to their base surface 33, 35, so that an oblique flank 32, 36 results.
  • the head surface 31, 37 When the head surface 31, 37 is loaded, it increases in accordance with the flank angle and the compression path or the recess depth of the rail, not shown.
  • the amount of depression, given the load and the nominal total compression area, can also be adjusted by the flank angle or thus influencing the spring stiffness.
  • the spring characteristic curve With the size of the head surfaces 31, 37, number and distribution of the head surfaces over the intermediate layer 25, further parameters for setting the rigidity of the rail fastening are provided, the spring characteristic curve being relatively linear when using tapered compression points and progressive with pyramid-shaped points.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Springs (AREA)
  • Dowels (AREA)
  • Window Of Vehicle (AREA)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Outside Dividers And Delivering Mechanisms For Harvesters (AREA)
  • Road Paving Structures (AREA)
  • Supports For Pipes And Cables (AREA)
  • Details Of Indoor Wiring (AREA)
  • Golf Clubs (AREA)

Claims (9)

  1. Fixation élastique pour rails, comportant une couche intermédiaire élastique, disposée entre un patin du rail et un support dur, dans laquelle une surface supérieure présente un profilage et dans laquelle la déformation du patin du rail est opérée par un élément élastique, caractérisée en ce que seule la surface supérieure (21) de la couche intermédiaire face au support (6) est réalisée avec un rebord fermé (10-14 ; 26-29) qui entoure une surface en forme de creux (17, 37) d'où dépassent de multiples points de compression (18, 30, 34) individuels et de petite surface, le rebord et les points de compression formant des parties de surface élastiques à comprimer.
  2. Fixation pour rails selon la revendication 1, caractérisée en ce que la raideur élastique de la couche intermédiaire peut être modifiée par une modification de la dimension de la surface de compression (21, 31, 37) respectivement active, notamment des points de compression (18, 30, 34).
  3. Fixation pour rails selon la revendication 1 ou la revendication 2, caractérisée en ce que la surface en forme de creux (17) de la couche intermédiaire est assemblée avec au moins un canal de drainage (20, 22) dans le rebord (10, 11).
  4. Fixation pour rails selon l'une quelconque des revendications 1 à 3, caractérisée en ce que la somme des surfaces des points de compression (18, 30, 34) de la couche intermédiaire est inférieure à la moitié de la surface en forme de creux (17, 37).
  5. Fixation pour rails selon l'une quelconque des revendications 1 à 4, caractérisée par des points de compression (18, 30, 34) dont la surface du sommet (31, 37) est plus petite que la surface de la base (33, 35).
  6. Fixation pour rails selon l'une quelconque des revendications précédentes, caractérisée en ce que les rebords (10 - 14 ; 26 - 29) de la couche intermédiaire sont dotés de nervures (7, 9, 14, 15, 24) pour la fixation par serrage ou par coopération de forme sur le support (6).
  7. Fixation pour rails selon l'une quelconque des revendications précédentes, caractérisée en ce que le matériau utilisé pour la couche intermédiaire (8, 25) est un élastomère thermoplastique (TPE) du groupe de caoutchouc non réticulé ou un copolymère éthylène acétate de vinyle (copolymère PE).
  8. Fixation pour rails selon la revendication 7, caractérisée en ce que la raideur en statique du ressort de la couche intermédiaire est environ de 20 à 70 kN/mm lors de l'utilisation de TPE et environ de 130 kN/mm lors de l'utilisation de copolymère PE, à température ambiante, pour une fréquence de charge > 50 Hz, de préférence > 100 Hz.
  9. Fixation pour rails selon la revendication 8, caractérisée en ce que la raideur en statique du ressort de la couche intermédiaire est < 30 kN/mm lors de l'utilisation de TPE et environ de 70 kN/mm lors de l'utilisation de copolymère PE, à température ambiante, pour une fréquence de charge < 40 Hz.
EP94914316A 1993-04-28 1994-04-28 Fixation elastique de rails Expired - Lifetime EP0698147B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4314578 1993-04-28
DE4314578A DE4314578A1 (de) 1993-04-28 1993-04-28 Elastische Schienenunterlage
PCT/DE1994/000496 WO1994025675A2 (fr) 1993-04-28 1994-04-28 Fixation elastique de rails

Publications (2)

Publication Number Publication Date
EP0698147A1 EP0698147A1 (fr) 1996-02-28
EP0698147B1 true EP0698147B1 (fr) 1997-08-27

Family

ID=6487048

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94914316A Expired - Lifetime EP0698147B1 (fr) 1993-04-28 1994-04-28 Fixation elastique de rails

Country Status (10)

Country Link
EP (1) EP0698147B1 (fr)
CN (1) CN1072300C (fr)
AT (1) ATE157417T1 (fr)
AU (1) AU6675894A (fr)
CZ (1) CZ286803B6 (fr)
DE (4) DE4314578A1 (fr)
ES (1) ES2109690T3 (fr)
GR (1) GR3025509T3 (fr)
PL (2) PL311311A1 (fr)
WO (1) WO1994025675A2 (fr)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995022659A1 (fr) * 1994-02-19 1995-08-24 Phoenix Aktiengesellschaft Utilisation d'un melange de caoutchoucs pour la fabrication d'une couche intermediaire elastique, en particulier d'une selle de rail
DE19544055A1 (de) * 1995-10-20 1997-04-24 Butzbacher Weichenbau Gmbh Oberbaukonstruktion
WO1997015723A1 (fr) 1995-10-20 1997-05-01 Bwg Butzbacher Weichenbau Gmbh Superstructure de chemin de fer
EP0890678A1 (fr) 1997-07-12 1999-01-13 Paul Müller Technische Produkte GmbH Couche intermédiaire pour amortissement vibrationnel
FR2793818B1 (fr) * 1999-05-20 2001-08-10 Avon Spencer Moulton Semelle en elastomere pour le support d'un rail de chemin de fer sur une traverse
ES2156564B1 (es) * 1999-08-19 2002-04-01 Plasticos Mondragon Sa Placa elastica de asiento para carril ferroviario.
DE10148411B4 (de) * 2001-09-29 2005-12-15 Hada Gmbh + Co. Kg Kunststoffverarbeitung Elastische Lagerung von Schienen
ES2361873B1 (es) * 2009-03-06 2012-05-07 Administrador De Infraestructuras Ferroviarias (Adif) Tapa de cobertura de mecanismos en traviesas cajón de aparatos de v�?a y sistema de fabricación de la misma.
CA2809062A1 (fr) * 2010-08-24 2012-03-01 Vossloh-Werke Gmbh Plaque support d'un systeme de fixation de rail, systeme de fixation d'un rail et procede d'assainissement d'un point de fixation de rail
CN102182122A (zh) * 2011-01-27 2011-09-14 江阴海达橡塑股份有限公司 热塑性聚酯弹性体垫板
DE102011011575A1 (de) * 2011-02-18 2012-08-23 Hermann Ortwein Elastische Schienenlagerung
CN103205918B (zh) * 2012-01-13 2016-04-27 株式会社富国 防震用弹性衬垫、防震轨道构件及其混凝土模板和制造方法
DE102013007306B4 (de) * 2013-04-29 2017-03-09 Semperit Ag Holding Schienenlager
CH709479A2 (it) * 2014-04-09 2015-10-15 Plastex Sa Tappetino in gomma per rotaie.
CN112411272A (zh) * 2020-11-19 2021-02-26 林州市新鑫材料科技有限公司 一种弹性铁轨垫板
DE102021117800A1 (de) * 2021-07-09 2023-01-12 Semperit Ag Holding Zwischenlage, System zur Befestigung einer Zwischenlage auf einer Bahnschwelle und Verfahren zur Herstellung einer Zwischenlage

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE805281C (de) 1949-10-28 1951-05-15 Deutsche Bundesbahn Elastische Zwischenlage beim Eisenbahnoberbau
DE1014139B (de) * 1955-11-09 1957-08-22 Continental Gummi Werke Ag In Schienenunterlegplatten teilbare Platte aus Gummi od. dgl.
GB8905917D0 (en) * 1989-03-15 1989-04-26 Pandrol Ltd Rail pads
GB8918241D0 (en) * 1989-08-10 1989-09-20 Pandrol Ltd A pad which is to lie under a railway rail
DE9101339U1 (de) * 1991-02-06 1991-04-25 Ortwein, Hermann, 5000 Köln Einrichtung zum Lagern von Schienen für Schienenfahrzeuge

Also Published As

Publication number Publication date
EP0698147A1 (fr) 1996-02-28
CZ286803B6 (en) 2000-07-12
DE59403881D1 (de) 1997-10-02
DE4492615D2 (de) 1996-08-22
ES2109690T3 (es) 1998-01-16
WO1994025675A2 (fr) 1994-11-10
WO1994025675A3 (fr) 1995-01-12
GR3025509T3 (en) 1998-02-27
AU6675894A (en) 1994-11-21
CN1072300C (zh) 2001-10-03
PL58200Y1 (en) 2000-11-30
CN1122152A (zh) 1996-05-08
DE4314578A1 (de) 1994-11-03
DE9421666U1 (de) 1997-01-23
CZ270895A3 (en) 1996-02-14
PL311311A1 (en) 1996-02-05
ATE157417T1 (de) 1997-09-15

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