EP0703318A1 - Elément amortisseur pour un rail - Google Patents

Elément amortisseur pour un rail Download PDF

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Publication number
EP0703318A1
EP0703318A1 EP94111681A EP94111681A EP0703318A1 EP 0703318 A1 EP0703318 A1 EP 0703318A1 EP 94111681 A EP94111681 A EP 94111681A EP 94111681 A EP94111681 A EP 94111681A EP 0703318 A1 EP0703318 A1 EP 0703318A1
Authority
EP
European Patent Office
Prior art keywords
rail
elastomer layer
damping element
hard
soft
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.)
Granted
Application number
EP94111681A
Other languages
German (de)
English (en)
Other versions
EP0703318B1 (fr
Inventor
Horst Zimmermann
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.)
Wegu Gummi und Kunststoffwerke Walter Draebing KG
Original Assignee
Wegu Gummi und Kunststoffwerke Walter Draebing KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Wegu Gummi und Kunststoffwerke Walter Draebing KG filed Critical Wegu Gummi und Kunststoffwerke Walter Draebing KG
Priority to AT94111681T priority Critical patent/ATE178375T1/de
Priority to EP94111681A priority patent/EP0703318B1/fr
Publication of EP0703318A1 publication Critical patent/EP0703318A1/fr
Application granted granted Critical
Publication of EP0703318B1 publication Critical patent/EP0703318B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • E01B9/60—Rail fastenings making use of clamps or braces supporting the side of the rail
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise

Definitions

  • the invention relates to a damping element for a rail, with a largely rigid support body and a hard elastomer layer of great Shore hardness arranged on the support body, the damping element being provided with the elastomer layer and with at least partial interposition of a deformable contact layer for lateral pressing onto the rail.
  • damping elements are provided to tune the natural frequencies of the rail in a lower frequency range and thus to dampen the vibrations in the frequency range above. In this way, both the structure-borne noise emitted by the rail and the airborne noise caused by the rail are greatly reduced.
  • a damping element of the type described in the opening paragraph is known from EP-A-0 150 264.
  • the damping means there consists of a steel plate platinum-coated with plastic, which is pressed laterally onto the rail with the interposition of a permanently flowable mass.
  • the permanently flowable mass is not an integral part of the damping element, but the mass is before the Spread damping element on the rail on the rail or the damping element. This involves a not inconsiderable effort when attaching the damping element to the rail.
  • an aging of the liquid, jelly-like, pasteurized or solid substances easily kneadable under slight pressure cannot be avoided.
  • the damping element sticks to the rail, which makes it difficult to remove and replace.
  • the deformable contact layer is only provided in the region of the underside of the rail head.
  • the deformable contact layer consists of a permanently flowable mass, which is referred to here as thick leveling paste.
  • the compensating paste is intended to compensate for tolerances between the damping element on the one hand and the rail on the other without the direct contact between the hard elastomer layer and the rail web and the rail foot being lost. The same problems occur with the thick leveling paste as described in connection with EP-A-0 150 264.
  • the invention has for its object to provide a damping element of the type described above, which can be mounted on the rail with the least effort and can be removed again from the rail.
  • the contact layer is a soft elastomer layer of low Shore hardness, which is vulcanized onto the hard elastomer layer.
  • the contact layer is an integral part of the damping element and is permanently connected to its other components.
  • the rail no longer has to be coated with a mass before the damping element is attached, which also makes subsequent dismantling of the damping element more difficult. Rather, the soft elastomer layer is assembled and disassembled as a contact layer with the damping element. It is surprising that even soft elastomer layers ensure the necessary coupling of the damping element to the rail, even with a rough surface of the rail.
  • the soft elastomer layer compensates for unevenness on the surface of the rail and is strongly deformed in the process.
  • the deformation is so strong that the low Shore hardness of the soft elastomer layer does not have a negative effect on the coupling of the damping element to the rail. It is understood that in order to achieve this, a certain pressure force on the rail must act on the damping element and the soft elastomer layer must not be too thick depending on the unevenness of the rail. Then, however, an excellent coupling of the hard elastomer layer to the rail and thus good sound absorption is ensured.
  • the Shore hardness of the hard elastomer layer is preferably more than 70 shore A and the Shore hardness of the soft elastomer layer is less than 50 shore A.
  • the hard elastomer layer is used for the actual sound absorption and should therefore be designed with a large Shore hardness, preferably around 90 shore A.
  • the soft elastomer layer serves to compensate for unevenness on the Surface of the rail and, in order to be able to be shaped into these unevenness, advantageously has a Shore hardness of approximately 30 shore A.
  • the useful thickness of the soft elastomer layer is between 1 and 4 mm, preferably between 1 and 2 mm.
  • the elastomer layer in the region of the underside of the rail head and / or the rail foot can then be thicker and more deformed than in the region of the rail web.
  • the distance between the underside of the rail head and the rail base typically has the greatest tolerances for a rail.
  • the bumps on the surface of the rail are also most pronounced here. Accordingly, it is advantageous to make the soft elastomer layer particularly thick in order to reliably compensate for the tolerances and unevenness.
  • a greater thickness of the soft elastomer layer in the area of the rail head underside and the rail foot also ensures that the damping element can be pressed reliably onto the rail web, since there are no opposing deformation forces of the hard elastomer layer in the area of the rail head underside and the rail foot.
  • the shaping of the damping element in the region of the rail foot and the underside of the rail head can also be provided in such a way that there is automatically a greater pressing force there than in the region of the rail web.
  • the increased pressure force is used to reliably compensate for the tolerances and unevenness that occur there.
  • With sufficient elasticity of the elastomer layers, a reliable shaping of the damping element on the web is nevertheless possible.
  • the support body can be made of metal or hard plastic, the hard one
  • the elastomer layer is made of hard rubber and is vulcanized onto the support body, and the soft elastomer layer is made of soft rubber.
  • the support body and the hard elastomer layer in one piece from hard plastic, the soft elastomer layer being formed from soft rubber.
  • a single homogeneous body made of hard plastic takes on both the functions of the support body and the hard elastomer layer. This means that it is an aid for applying the necessary pressure force and at the same time a vibration-damping component of the damping element.
  • the resulting only two-layer structure of the damping element has the advantage of simpler manufacture compared to a three-layer damping element.
  • the rail 1 shown in FIG. 1 has a rail head 2, a rail web 3 and a rail foot 4.
  • Damping elements 6 are provided on both sides of the rail between the underside of the rail head 5 and the rail foot 4.
  • the damping elements 6 are pressed laterally onto the rail web 3 and the adjacent regions of the rail head 2 and of the rail foot 4 in the direction of the arrows 7 by a pressing device (not shown here).
  • the two damping elements 6 shown on the left and right of the rail 1 have a different one Building on. Normally, however, identical damping elements would be provided on both sides of the rail.
  • the left damping element 6 has a rigid support body 8 made of hard plastic, a hard elastomer layer 9 arranged thereon and a soft elastomer layer 10 provided between the hard elastomer layer 9 and the rail 1.
  • the hard elastomer layer 9 is vulcanized to the support body 8 and the soft elastomer layer 10 to the hard elastomer layer 9.
  • the soft elastomer layer is molded into the unevenness on the surface of the rail 1 so that it compensates for these unevenness. In this way, a full-surface coupling of the hard elastomer layer 9 to the rail is achieved. This results in a detuning of the rail to lower natural frequencies, which is equivalent to a large attenuation of the frequency ranges above.
  • the soft elastomer layer 10 has only a relatively small thickness of approximately 1 to 2 mm. In the case of greater thicknesses, it would be an obstacle to coupling the hard elastomer layer 9 to the rail. It would represent a kind of suspension between the rail 1 on the one hand and the damping element 6 on the other. From this point of view, the soft elastomer layer 10 also does not have to be provided over the entire area between the rail 1 and the hard elastomer layer 9, as is shown for the damping element 6 in the left part of FIG. 1. It may also be sufficient to provide the soft elastomer layer 10 in the area of the bottom 5 of the rail head and the rail foot 4. A corresponding embodiment of the damping element 6 is shown in the right part of FIG. 1. Otherwise, the two damping elements 6 shown in FIG. 1 are constructed identically. The Shore hardness of the hard elastomer layers is approx. 90 shore A, that of the soft elastomer layers approx. 30 shore A.
  • the damping elements 6 are pressed laterally onto the rail 1 by a screw 11 or a nut 12 passing through the rail 1.
  • the damping elements 6 are designed to be excessive in these areas.
  • the oversize 13 is indicated in FIG. 2 by dashed lines. In the left half of FIG. 2 there is an oversize 13 increasing at a distance from the rail web 3, and in the right half of FIG. 2 a constant oversize 13.
  • the oversize 13 decreasing towards the rail web according to FIG. 2, on the left facilitates the shaping of the damping element 6 into the profile of the rail 1 and thus ensures the contact of the damping element 6 also with the rail web 3.
  • the continuous oversize 13 according to FIG. 2 on the right, even bumps near the web on the bottom 5 of the rail head or the top of the rail base 4 are reliably compensated for.
  • the oversize 13 is primarily provided for the soft elastomer layer 10, which can reach a maximum thickness of 4 mm. Part of the oversize 13 can, however, also be distributed over the hard elastomer layer 9 in order to ensure adequate coupling of the hard elastomer in these areas Ensure the elastomer layer on the rail 1. This coupling could be endangered by a too thick and insufficiently deformed soft elastomer layer 10.
EP94111681A 1994-07-27 1994-07-27 Elément amortisseur pour un rail Expired - Lifetime EP0703318B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AT94111681T ATE178375T1 (de) 1994-07-27 1994-07-27 Dämpfungselement für eine schiene
EP94111681A EP0703318B1 (fr) 1994-07-27 1994-07-27 Elément amortisseur pour un rail

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP94111681A EP0703318B1 (fr) 1994-07-27 1994-07-27 Elément amortisseur pour un rail

Publications (2)

Publication Number Publication Date
EP0703318A1 true EP0703318A1 (fr) 1996-03-27
EP0703318B1 EP0703318B1 (fr) 1999-03-31

Family

ID=8216152

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94111681A Expired - Lifetime EP0703318B1 (fr) 1994-07-27 1994-07-27 Elément amortisseur pour un rail

Country Status (2)

Country Link
EP (1) EP0703318B1 (fr)
AT (1) ATE178375T1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1186710A2 (fr) 2000-09-11 2002-03-13 Johann Resch Amortissement acoustique d'âme de rail
CN109518547A (zh) * 2018-12-03 2019-03-26 株洲时代新材料科技股份有限公司 一种钢轨降噪阻尼器及其制作安装方法、减振降噪方法
WO2024000619A1 (fr) * 2022-06-28 2024-01-04 中铁宝桥集团有限公司 Entretoise de rail et système d'entretoise de rail

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102090262B1 (ko) * 2018-01-05 2020-03-17 (주)엘더스티앤엘 고속주행지지용 숄더를 구비한 철도차량의 고속주행을 고려한 자갈도상궤도용 고탄성 레일체결장치

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0150264A1 (fr) * 1983-12-24 1985-08-07 Hoesch Aktiengesellschaft Rail muni de moyens d'amortissement des bruits
BE903871A (fr) * 1985-12-17 1986-04-16 Dynamit Du Batiment En Abrege Systeme de voie ferree antivibratoire.
DE3926392A1 (de) * 1989-02-01 1990-08-02 Studiengesellschaft Fuer Unter Schalldaemmendes schienenlager
DE4000992A1 (de) * 1990-01-16 1991-07-18 Phoenix Ag Schiene mit daempfungselement
DE4225581A1 (de) * 1992-08-04 1994-02-10 Hermann Ortwein Schiene für Schienenfahrzeuge

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0150264A1 (fr) * 1983-12-24 1985-08-07 Hoesch Aktiengesellschaft Rail muni de moyens d'amortissement des bruits
BE903871A (fr) * 1985-12-17 1986-04-16 Dynamit Du Batiment En Abrege Systeme de voie ferree antivibratoire.
DE3926392A1 (de) * 1989-02-01 1990-08-02 Studiengesellschaft Fuer Unter Schalldaemmendes schienenlager
DE4000992A1 (de) * 1990-01-16 1991-07-18 Phoenix Ag Schiene mit daempfungselement
DE4225581A1 (de) * 1992-08-04 1994-02-10 Hermann Ortwein Schiene für Schienenfahrzeuge

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1186710A2 (fr) 2000-09-11 2002-03-13 Johann Resch Amortissement acoustique d'âme de rail
EP1186710A3 (fr) * 2000-09-11 2002-07-10 Johann Resch Amortissement acoustique d'âme de rail
CN109518547A (zh) * 2018-12-03 2019-03-26 株洲时代新材料科技股份有限公司 一种钢轨降噪阻尼器及其制作安装方法、减振降噪方法
CN109518547B (zh) * 2018-12-03 2020-11-10 株洲时代新材料科技股份有限公司 一种钢轨降噪阻尼器及其制作安装方法、减振降噪方法
WO2024000619A1 (fr) * 2022-06-28 2024-01-04 中铁宝桥集团有限公司 Entretoise de rail et système d'entretoise de rail

Also Published As

Publication number Publication date
ATE178375T1 (de) 1999-04-15
EP0703318B1 (fr) 1999-03-31

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