EP0703318B1 - Elément amortisseur pour un rail - Google Patents

Elément amortisseur pour un rail Download PDF

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Publication number
EP0703318B1
EP0703318B1 EP94111681A EP94111681A EP0703318B1 EP 0703318 B1 EP0703318 B1 EP 0703318B1 EP 94111681 A EP94111681 A EP 94111681A EP 94111681 A EP94111681 A EP 94111681A EP 0703318 B1 EP0703318 B1 EP 0703318B1
Authority
EP
European Patent Office
Prior art keywords
rail
elastomer layer
hard
soft
layer
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
EP94111681A
Other languages
German (de)
English (en)
Other versions
EP0703318A1 (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 one hard elastomer layer arranged on the support body towards the rail great Shore hardness, the damping element with the Elastomer layer and under at least partially Intermediate arrangement of a deformable rail-side contact layer for lateral pressure on the rail is provided.
  • Such Damping elements are provided for the natural frequencies to tune the rail in a lower frequency range and thus damping the vibrations in the overlying one Effect frequency range. This way both structure-borne noise emanating from the rail and from the Airborne noise caused by the rail is greatly reduced.
  • a damping element of the type described above is made known from EP-A-0 150 264.
  • the damping agent is there made of a steel plate platinized with plastic, which is under Intermediate arrangement of a permanently flowable mass on the side the rail is pressed.
  • the continuously flowable Mass is not an integral part of the Damping element, but the mass is before attaching the Damping element on the rail on the rail or the Spread damping element. This is not a insignificant effort when attaching the damping element the rail connected.
  • aging is considered as permanently flowable mass proposed liquid, jelly-like, pasty or light under light pressure not avoid kneadable solid substances. In particular if the damping element sticks to the rail, which makes it difficult to remove and replace.
  • the invention has for its object a damping element of the type described above to create that with the least Effort can be mounted on the rail and off the rail again is removable.
  • the Contact layer a soft elastomer layer less Shore hardness is that of the hard elastomer layer is vulcanized.
  • the contact layer an integral part of the damping element and with it other components permanently connected.
  • the rail must not before using the damping element be coated with a mass, which is also a later one Disassembly of the damping element difficult. Rather, the soft elastomer layer as a contact layer with the Damping element assembled and disassembled. Surprisingly there is that even soft elastomer layers are necessary Coupling of the damping element to the rail also at ensure a rough surface of the rail.
  • the hardness of the hard elastomer layer is Shore preferably more than 70 shore A and the Shore hardness of the soft elastomer layer less than 50 shore A. With the new Damping element come two layers of elastomer completely different tasks too.
  • the hard one The elastomer layer is used for the actual sound absorption and is therefore with a large Shore hardness, preferably around 90 shore A
  • the soft elastomer layer serves in contrast to compensate for unevenness on the Surface of the rail and points to in these bumps to be malleable, advantageously a Shore hardness of about 30 shore A on.
  • the reasonable thickness of the soft elastomer layer between 1 and 4 mm, preferably between 1 and 2 mm.
  • the elastomer layer in the area of the bottom of the rail head and / or the rail foot thicker and too large Deformation can be provided than in the area of the rail web.
  • the distance between the bottom of the rail head and the Rail foot typically exhibits the greatest tolerances a rail on.
  • the bumps are also here Most pronounced surface of the rail.
  • a larger thickness of the soft elastomer layer in the area of the bottom of the rail head and the rail foot at the same time ensures that the damping element can be reliably pressed onto the rail web, since there are none Deformation forces of the hard elastomer layer in the area the bottom of the rail head and the rail foot oppose.
  • the shape of the damping element in the area of Rail foot and the bottom of the rail head can also do so be provided that there is automatically a larger one Contact pressure results as in the area of the rail web.
  • the increased pressure force is used reliable compensation of the tolerances and Bumps.
  • elastomer layers are a reliable form of the Damping element on the web possible.
  • the support body can be made of Metal or hard plastic can be formed, the hard Elastomer layer is made of hard rubber and to the Support body is vulcanized and the soft Elastomer layer is made of soft rubber.
  • the support body and the hard one Forming the elastomer layer in one piece from hard plastic, wherein the soft elastomer layer is made of soft rubber is.
  • a single homogeneous body takes over Hard plastic both the tasks of the support body as well the hard elastomer layer. That is, it is a tool for Apply the necessary pressure and at the same time vibration-damping component of the damping element.
  • the resulting only two-layer structure of the damping element has the advantage of simpler manufacturing compared to one three-layer damping element.
  • the rail 1 shown in Figure 1 has a rail head 2, a rail web 3 and a rail foot 4. Between the bottom of the rail head 5 and the rail base 4 Damping elements 6 are provided on both sides of the rail.
  • the Damping elements 6 are not shown here Pressing device on the side of the rail web 3 and the adjacent areas of the rail head 2 and the Rail foot 4 pressed in the direction of arrows 7.
  • the reproduced both left and right of the rail 1 Damping elements 6 have a different one Building on. Usually, however, would be on both sides of the rail identical damping elements are provided.
  • the left damping element 6 has a rigid support body 8 made of hard plastic, a hard one arranged on it Elastomer layer 9 and one between the hard Elastomer layer 9 and the rail 1 provided soft Elastomer layer 10 on.
  • the hard elastomer layer 9 is on the support body 8 and the soft elastomer layer 10 to the hard elastomer layer 9 vulcanized.
  • the soft elastomer layer 10 has only one proportion small thickness of about 1 to 2 mm. For larger thicknesses it would be the coupling of the hard elastomer layer 9 to the Obstructive track. It would be like a suspension between the Rail 1 on the one hand and the damping element 6 on the other represent. From this point of view, the soft one Elastomer layer 10 also not over the entire area between the Rail 1 and the hard elastomer layer 9 may be provided as is the case with the damping element 6 in the left part of FIG. 1 is shown. It may also be sufficient to use the soft one Elastomer layer 10 in the area of the underside of the rail head 5 and to provide the rail foot 4. A corresponding Embodiment of the damping element 6 shows the right part of Figure 1. Otherwise, the two are in Figure 1 Damping elements 6 shown 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 replaced by a rail 1 penetrating screw 11 or a nut 12 laterally to the Rail 1 pressed. To do so in the field of Rail head underside 5 and the top of the rail base 4 a coupling of the damping elements 6 to the rail 1 ensure the damping elements 6 in these Areas excessively trained.
  • the oversize 13 is in FIG. 2 limited by dashed lines. In the left Half of FIG. 2 is a distance from the rail web 3 increasing excess 13, in the right half of Figure 2 constant oversize 13 is provided. This makes it easier to Excess 13 diminishing towards the rail web according to FIG. 2, left, the molding of the damping element 6 in the profile of Rail 1 and thus provides the contact of the damping element 6 also safe with the rail web 3. With the continuous Excess 13 according to Figure 2, right, are also near the web Bumps on the bottom of the rail head 5 or Top of the rail foot 4 reliably balanced.
  • the oversize 13 is primarily in the soft elastomer layer 10 provided, the maximum thickness of 4 mm can reach. Part of the oversize 13 can, however, also be used the hard elastomer layer 9 to be distributed in this Adequate coupling of the hard areas Ensure the elastomer layer on the rail 1. This Coupling could be too thick and insufficient deformed soft elastomer layer 10 are at risk.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Diaphragms And Bellows (AREA)
  • Laminated Bodies (AREA)
  • Railway Tracks (AREA)

Claims (8)

  1. Elément d'amortissement pour un rail, comportant un corps d'appui (8) largement rigide et une couche d'élastomère dur (9) de grande dureté Shore, disposée sur le corps d'appui vers le rail, l'élément d'amortissement avec la couche d'élastomère dur et avec au moins interposition partielle d'une couche de contact déformable, côté rail, étant prévu pour presser latéralement contre le rail, caractérisé en ce que la couche de contact est une couche d'élastomère souple (10) de faible dureté Shore, qui est vulcanisée sur la couche d'élastomère dur (9).
  2. Elément d'amortissement selon la revendication 1, caractérisé en ce que la dureté Shore de la couche d'élastomère dur (9) est supérieure à 70 Shore A et en ce que la dureté Shore de la couche d'élastomère souple (10) est inférieure à 50 Shore A.
  3. Elément d'amortissement selon la revendication 2, caractérisé en ce que la dureté Shore de la couche d'élastomère dur (9) est d'environ 90 Shore A et en ce que la dureté Shore de la couche d'élastomère souple (10) est d'environ 30 Shore A.
  4. Elément d'amortissement selon l'une des revendications 1 à 3, caractérisé en ce que l'épaisseur de la couche d'élastomère souple (10) est comprise entre 1 et 4 mm.
  5. Elément d'amortissement selon l'une des revendications 1 à 4, caractérisé en ce que la couche d'élastomère souple (10) est prévue plus épaisse et pour une plus grande déformation dans la zone de la face inférieure (5) du champignon du rail et/ou dans la zone du pied de rail (4) que dans la zone de l'âme (3) du rail.
  6. Elément d'amortissement selon l'une des revendications 1 à 5, caractérisé en ce que la forme donnée à l'élément d'amortissement (6) dans la zone du pied de rail (4) et de la face inférieure (5) du champignon du rail donne une plus grande force de pression que dans la zone de l'âme (3) du rail.
  7. Elément d'amortissement selon l'une des revendications 1 à 6, caractérisé en ce que le corps d'appui (8) est en métal ou en matière plastique dure, en ce que la couche d'élastomère dur (9) est en caoutchouc dur et est vulcanisée sur le corps d'appui (8), et en ce que la couche d'élastomère souple (10) est en caoutchouc mou.
  8. Elément d'amortissement selon l'une des revendications 1 à 6, caractérisé en ce que le corps d'appui (8) et la couche d'élastomère dur (9) sont formés d'une seule pièce en matière plastique dure et en ce que la couche d'élastomère souple (10) est en caoutchouc mou.
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 EP0703318A1 (fr) 1996-03-27
EP0703318B1 true 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 (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20190083909A (ko) * 2018-01-05 2019-07-15 (주)엘더스티앤엘 고속주행지지용 숄더 및 이를 구비한 철도차량의 고속주행을 고려한 자갈도상궤도용 고탄성 레일체결장치

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10045001A1 (de) 2000-09-11 2002-04-04 Johann Resch Schienenstegbedämpfung
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
CN114960307A (zh) * 2022-06-28 2022-08-30 中铁宝桥集团有限公司 轨撑和轨撑系统

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3346993C2 (de) * 1983-12-24 1986-07-03 Hoesch Ag, 4600 Dortmund Schiene mit Dämpfungsmittel
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
DE4000992C2 (de) * 1990-01-16 1999-02-04 Phoenix Ag Schiene mit Dämpfungselement
DE4225581A1 (de) * 1992-08-04 1994-02-10 Hermann Ortwein Schiene für Schienenfahrzeuge

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20190083909A (ko) * 2018-01-05 2019-07-15 (주)엘더스티앤엘 고속주행지지용 숄더 및 이를 구비한 철도차량의 고속주행을 고려한 자갈도상궤도용 고탄성 레일체결장치

Also Published As

Publication number Publication date
EP0703318A1 (fr) 1996-03-27
ATE178375T1 (de) 1999-04-15

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