EP0815324B1 - Reduced radiated-noise rail - Google Patents
Reduced radiated-noise rail Download PDFInfo
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- EP0815324B1 EP0815324B1 EP96902807A EP96902807A EP0815324B1 EP 0815324 B1 EP0815324 B1 EP 0815324B1 EP 96902807 A EP96902807 A EP 96902807A EP 96902807 A EP96902807 A EP 96902807A EP 0815324 B1 EP0815324 B1 EP 0815324B1
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- rail
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- 230000007704 transition Effects 0.000 claims description 15
- 230000005484 gravity Effects 0.000 claims description 14
- 239000000463 material Substances 0.000 claims description 6
- 210000002683 foot Anatomy 0.000 description 26
- 229910000831 Steel Inorganic materials 0.000 description 3
- 230000005855 radiation Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 230000007613 environmental effect Effects 0.000 description 2
- 238000003912 environmental pollution Methods 0.000 description 2
- 230000005284 excitation Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 206010070834 Sensitisation Diseases 0.000 description 1
- 210000003423 ankle Anatomy 0.000 description 1
- 230000006399 behavior Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- 238000000576 coating method Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000009415 formwork Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- 229920000642 polymer Polymers 0.000 description 1
- 230000008313 sensitization Effects 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 230000008719 thickening Effects 0.000 description 1
- 238000011179 visual inspection Methods 0.000 description 1
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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
- E01B5/00—Rails; Guard rails; Distance-keeping means for them
- E01B5/02—Rails
-
- 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 profiled running rail, in particular a railroad track, with a lower radiated total airborne sound level, formed from a rail foot with a support surface, a rail web and one Rail head with a carrying surface and a rail height, with a Rail head width and with a moment of inertia and section modulus Center of gravity, which values are essentially the same as each Standard norm rails that have a load capacity.
- Travel rails are profiled rolled steel bars and are used to create Taxiways, especially tracks, on which an economical transport of Loads.
- Roll metallic preferably steel or with a Steel pad wheels formed on the support surface of a head Rail part.
- the one opposite the rail head through a web with this connected rail foot is with its support surface with a pad connected.
- GB-A-650732 To reduce stress concentrations in web transition areas, proposed an improved metal distribution according to GB-A-650732. It is provided the inscribed radii of the transitions from the web into the header or Foot area greater than 0.8 and less than 1.6 times the thickness of the web to execute. Also to reduce the stress concentration factor GB-A-650711 is said to improve the metal distribution under load in this way done that the diameter of the inscribed circle in cross section in Head part of the rail contains at least 75% of the head cross-sectional area, where the head should not be made wider than 0.5 times the foot width.
- a coating of a vibration damping material, as per DE-A-4225581 is only partially useful, causes high expenses, prevents a visual inspection of the rail in the Tracks and can be reinforced by using in particular reinforced Polymers pose an environmental impact. Furthermore, the Suggestion, e.g. in DE-OS 4411833, by elastic parts of the Fasteners transmit vibrations to the base and thereby reducing the emission of airborne sound through them.
- the invention is based on the object, the vibration of the rail when driving, especially at high transport speeds reduce or train that the radiated total airborne sound level reduced and the noise pollution of the environment can be reduced.
- the aim of the invention is thus, in particular, to generate airborne sound Reduce vibrations of the body or the rail itself and thereby on simple way to reduce sound radiation and environmental pollution.
- This task or goal is profiled in a profile mentioned at the beginning Rail achieved in that the cross-sectional profile over the entire Rail length is symmetrical to the height axis and that each Web side surface in the lower area between the foot-side transition edge, that is that edge which is formed during the transition from the foot to the web side surface, and the center of gravity in the cross-section of the rail is concavely rounded without any kink areas,
- the aforementioned goal can also be achieved in that the Cross-sectional profile formed symmetrically to the height axis and the Rail foot height is increased in comparison with the standard profile rail.
- An increase in the rail foot height according to the invention and / or in particular a transition from the foot free of kink or kink area in the web side surface cause a change in the vibrations in the Rail foot area, whereby a radiation of airborne sound through the Rail foot surfaces to the environment and possibly one of these reflective pad is reduced.
- the lower part and the upper part Part of the side surface of the rail web between the foot side Transition edge and the transition edge on the head side, that is the edge that is used for Transition of the side surface of the rail head into the upper rail web surface is essentially formed in the cross section of the rail is formed concavely rounded without a kink area, a formation of Vibrations, especially in profile parts, which consequently cause airborne noise blast, further reduced.
- a particularly favorable embodiment with a high load-bearing capacity Rail with low airborne noise emission is reached if the distance of the Center of gravity from the support surface at the rail foot a value between (0.5 and 0.38), preferably between (0.47 and 0.41) times the height (A) of the Has rail.
- a vibration sensitization of the outer parts of the Flanks of the foot are largely switched off or minimized when the foot of the Rail a smaller width compared to the respective rail standard profile and / or has a greater height.
- the head in particular the wing containing area of the rail according to the invention, as known per se, a has increased hardness of the material
- a standard rail UIC 60 is shown in cross section in FIG. 1.
- the rail has a total height A of 172 mm, a head height from the support surface 41 to the transition edge 34 into a web side surface 31 of 37.5 mm and a foot width B of 150 mm.
- the distance S between the center of gravity axis X and the support surface 21 at the rail base is 80.95 mm.
- Such a standard rail UIC 60 with a weight or a mass of 60.34 kg / m was excited by excitation laterally or eccentrically on the support surface 41 transversely to the longitudinal extent in a vertical and horizontal direction by means of pulses and a maximum structure-borne noise level and a radiated sound power determined.
- bar B the values determined for the standard rail represent basic values of the UIC 60, against which result values of rails according to the invention can be compared.
- FIG. 2 is a rail according to the invention with one versus one Standard rail UIC 60 reinforced foot 2 or with a larger foot thickness H shown.
- a distance S is the Center of gravity axis (X) reduced to the support surface 21 and, as also from FIG. 5, Bar 1 can be seen, the rail weight increased slightly. This causes at same suggestion compared to a standard rail a reduction in maximum structure-borne noise level and a significant reduction in the Airborne sound total level as also shown in FIG. 5, bar 1.
- Fig. 3 shows a rail profile according to the invention, in which the foot 2 a Has height H according to the standard profile UIC 60, the lower part 31 'of Side surface 31 of the rail web 3 between the foot-side transition edge 32 and the cut with the center of gravity axis X is however symmetrically free of kinks circularly rounded.
- This form of training was compared to the Standard rail with the same pulsating excitation as in FIG. 5, bar 2 represented schematically, significantly reduced structure-borne noise and a 1.05 dB reduced total sound power level of the radiated Sound power was determined, the mass of the rail (see lower part of the picture 5, bar 2) was only slightly increased.
- FIG. 4 shows another rail profile according to the invention, which fully rounded lug chamber or web side surfaces 31 free of kink area from the foot-side transition edge 32 to the head-side transition edge 34 at one in this tangentially merging plane-parallel middle part of the web 3 in the area the center of gravity.
- One directed towards the head 4 and the foot 5 continuous thickening of the rail web 3 causes, as in FIG. 5, lower drawing, bar 3, shows an increase in the mass of the rail 1 each Meter.
- the maximum structure-borne noise level is reduced to a lower percentage in comparison with the standard profile UIC 60, the total sound power level of the radiated sound power also being reduced by approximately 3.0 dB.
- rails according to the invention which have been designed in accordance with the mark also had significantly less radiated total formwork performance.
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Railway Tracks (AREA)
- Tires In General (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Bridges Or Land Bridges (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
Description
Die Erfindung betrifft eine profilierte Fahrschiene, insbesondere Eisenbahnschiene, mit beim Befahren geringerem abgestrahlten Luftschallgesamtpegel, gebildet aus einem Schienenfuß mit einer Abstützfläche, einem Schienensteg und einem Schienenkopf mit einer Tragefläche sowie einer Schienenhöhe, mit einer Schienenkopfbreite und mit einem Trägheits- und Widerstandsmoment um die Schwerpunktachse, welche Werte im wesentlichen den von jeweils gleiche Belastbarkeit aufweisenden genormten Normalprofilschienen entsprechen.The invention relates to a profiled running rail, in particular a railroad track, with a lower radiated total airborne sound level, formed from a rail foot with a support surface, a rail web and one Rail head with a carrying surface and a rail height, with a Rail head width and with a moment of inertia and section modulus Center of gravity, which values are essentially the same as each Standard norm rails that have a load capacity.
Fahrschienen sind profilierte gewalzte Stahlstäbe und dienen zur Erstellung von Rollwegen, insbesondere Gleisen, auf welchen ein wirtschaftlicher Transport von Lasten erfolgt. Dabei rollen metallische, vorzugsweise aus Stahl oder mit einer Stahlauflage gebildete Räder auf der Tragefläche eines als Kopf bezeichneten Schienenteiles. Der dem Schienenkopf gegenüberliegende durch einen Steg mit diesem verbundene Schienenfuß ist mit dessen Abstützfläche mit einer Unterlage verbunden.Travel rails are profiled rolled steel bars and are used to create Taxiways, especially tracks, on which an economical transport of Loads. Roll metallic, preferably steel or with a Steel pad wheels formed on the support surface of a head Rail part. The one opposite the rail head through a web with this connected rail foot is with its support surface with a pad connected.
Um Spannungskonzentrationen in Stegübergangsbereichen zu verringern, wird gemäß GB-A-650732 eine verbesserte Metallverteilung vorgeschlagen. Dabei ist vorgesehen, die eingeschriebenen Radii der Übergänge vom Steg in den Kopf- bzw. Fußbereich größer als 0,8 und kleiner als 1,6 mal die Dicke des Steges auszuführen. Ebenfalls zur Verminderung des Spannungskonzentrations-Faktors bei Belastung soll nach GB-A-650711 eine Verbesserung der Metallverteilung derart erfolgen, daß der Durchmesser des eingeschriebenen Kreises im Querschnitt im Kopfteil der Schiene mindestens 75 % der Kopfquerschnittsfläche beinhaltet, wobei der Kopf nicht breiter als 0,5 mal die Fußbreite zu fertigen ist.To reduce stress concentrations in web transition areas, proposed an improved metal distribution according to GB-A-650732. It is provided the inscribed radii of the transitions from the web into the header or Foot area greater than 0.8 and less than 1.6 times the thickness of the web to execute. Also to reduce the stress concentration factor GB-A-650711 is said to improve the metal distribution under load in this way done that the diameter of the inscribed circle in cross section in Head part of the rail contains at least 75% of the head cross-sectional area, where the head should not be made wider than 0.5 times the foot width.
Im Zuge der Entwicklung von Bahnsystemen wurden funktionsoptimierte Querschnittsprofile von Schienen den Belastungen und den unterschiedlichen Verwendungen entsprechend genormt. Ein in Europa häufig verwendetes Normprofil von Eisenbahnschienen trägt die Bezeichnung UIC 60 mit einem Gewicht von ca. 60 kg/m und schreibt geringe Maßtoleranzen, zum Beispiel bei der Schienenhöhe von ± 0,6 mm, bei der Schienenkopfbreite ± 0,5 mm, vor. Geringe Toleranzen des Schienenprofiles sind insbesondere für eine geometrisch genaue Gleisfertigung wichtig, welche ermöglichen soll, die Geschwindigkeit der Züge ohne Verlust von Fahrkomfort und ohne ein Auftreten von großen dynamischen Belastungen zu erhöhen. Zur Verringerung der Abnutzung werden bereits Schienen mit einem Kopf, der eine höhere Materialhärte aufweist, hergestellt bzw. eingesetzt.In the course of the development of rail systems, functions were optimized Cross-sectional profiles of rails the loads and the different Uses standardized accordingly. A standard profile often used in Europe of railroad tracks bears the designation UIC 60 with a weight of approx. 60 kg / m and writes small dimensional tolerances, for example with the rail height of ± 0.6 mm, with the rail head width ± 0.5 mm, in front. Low tolerances of the Rail profiles are particularly suitable for geometrically precise track production important, which should enable the speed of the trains without loss of Driving comfort and without the occurrence of large dynamic loads increase. To reduce wear, rails with a head, which has a higher material hardness, manufactured or used.
Trotz höchster Maßgenauigkeit, bester Trag- oder Fahrflächengüte und Ebenheit der Schienen treten beim Befahren von Wagen Abrollschwingungen und somit Luftschallabstrahlungen bzw. Geräusche auf, welche insbesondere bei hohen Transportgeschwindigkeiten eine große Intensität aufweisen und eine erhebliche Umweltbelastung darstellen können. Die Fahrgeräusche von Zügen sind, wie gefunden wurde, zu einem erheblichen Anteil durch von der Schienenoberfläche abgestrahlten Luftschall verursacht.Despite the highest dimensional accuracy, the best quality of wings or rides and flatness of the rails, rolling vibrations occur when driving on wagons and thus Airborne sound emissions or noises, which are particularly high Transport speeds are of great intensity and considerable Can represent environmental pollution. The driving sounds of trains are like was found to a significant extent by from the rail surface emitted airborne sound.
Aus der DE-B-1 272 950 ist eine Fahrschiene bekannt geworden, bei welcher der Steg im Querschnitt einseitig gekrümmt und sowohl am Schienenkopf als auch am Schienenfuß zur konvexen Seite der Krümmung versetzt angeschlossen ist. Dadurch sollen ein nachgiebiges federndes Verhalten bzw. gute Federungscharakteristik und ein Unterdrücken der Entstehung von Geräuschen und von Riffelbildung der Lauffläche unterdrückt werden.From DE-B-1 272 950 a rail has become known in which the Cross section curved on one side and both on the rail head and on Rail foot is connected offset to the convex side of the curvature. This is said to be a resilient or good behavior Suspension characteristics and suppression of noise and be suppressed by corrugation of the tread.
Es wurde schon versucht, durch eine Schallisolierung von Oberflächenteilen der Schiene eine Verringerung der abgestrahlten Luftschallintensität zu erreichen.Attempts have already been made to soundproof the surface parts of the surface It seemed that the emission of airborne noise would decrease.
Eine Beschichtung aus einem vibrationsdämpfenden Werkstoff, wie gemäß DE-A-4225581 vorgeschlagen wird, ist nur teilweise zielführend, verursacht hohe Aufwendungen, verhindert eine visuelle Inspektion der Schiene im Gleise und kann an sich durch eine Verwendung von insbesondere verstärkten Polymeren eine Umweltbelastung darstellen. Weiters erfolgte vielfach der Vorschlag, z.B. in der DE-OS 4411833, durch elastische Teile der Befestigungselemente eine Übertragen von Schwingungen auf die Unterlage und dadurch ein Abstrahlen von Luftschall durch diese zu verringern.A coating of a vibration damping material, as per DE-A-4225581 is only partially useful, causes high expenses, prevents a visual inspection of the rail in the Tracks and can be reinforced by using in particular reinforced Polymers pose an environmental impact. Furthermore, the Suggestion, e.g. in DE-OS 4411833, by elastic parts of the Fasteners transmit vibrations to the base and thereby reducing the emission of airborne sound through them.
Alle bisher vorgeschlagenen Vorrichtungen und Anordnungen zur Erniedrigung des abgestrahlten Luftschalles von Schienen bzw. Gleisanlagen haben den Nachteil gemeinsam, daß diese wenig wirkungsvoll und/oder sehr aufwendig sind und im wesentlichen auf eine Verminderung einer Übertragung von Schienenschwingungen ausgerichtet sind.All previously proposed devices and arrangements for lowering the radiated airborne sound from rails or track systems have the disadvantage together that these are not very effective and / or very complex and essentially on reducing transmission of rail vibrations are aligned.
Der Erfindung liegt nunmehr die Aufgabe zugrunde, die Schwingung der Schiene beim Befahren, insbesondere mit hohen Transportgeschwindigkeiten, derart zu verringern bzw. auszubilden, daß der abgestrahlte Luftschallgesamtpegel verkleinert und die Lärmbelastung der Umwelt vermindert werden. Das erfindungsgemäße Ziel liegt somit insbesondere darin, die luftschallerzeugenden Schwingungen des Körpers bzw. der Schiene selbst zu verringern und dadurch auf einfache Weise eine Schallabstrahlung und eine Umweltbelastung herabzusetzen.The invention is based on the object, the vibration of the rail when driving, especially at high transport speeds reduce or train that the radiated total airborne sound level reduced and the noise pollution of the environment can be reduced. The The aim of the invention is thus, in particular, to generate airborne sound Reduce vibrations of the body or the rail itself and thereby on simple way to reduce sound radiation and environmental pollution.
Diese Aufgabe bzw. dieses Ziel wird bei einer eingangs genannten profilierten Fahrschiene dadurch erreicht, daß das Querschnittsprofil über die gesamte Schienenlänge symmetrisch zur Höhenachse ausgebildet ist und daß jede Stegseitenfläche im unteren Bereich zwischen fußseitiger Übergangskante, das ist jene Kante, die beim Übergang vom Fuß in die Stegseitenfläche gebildet wird, und der Schwerpunktachse im Querschnitt der Schiene knickpunkt- oder knickbereichfrei konkav gerundet ausgebildet ist,This task or goal is profiled in a profile mentioned at the beginning Rail achieved in that the cross-sectional profile over the entire Rail length is symmetrical to the height axis and that each Web side surface in the lower area between the foot-side transition edge, that is that edge which is formed during the transition from the foot to the web side surface, and the center of gravity in the cross-section of the rail is concavely rounded without any kink areas,
Das vorgenannte Ziel kann auch dadurch erreicht werden, daß das Querschnittsprofil symmetrisch zur Höhenachse ausgebildet und die Schienenfußhöhe im Vergleich mit der Normprofilschiene vergrößert ist.The aforementioned goal can also be achieved in that the Cross-sectional profile formed symmetrically to the height axis and the Rail foot height is increased in comparison with the standard profile rail.
Es hat sich überraschend gezeigt, daß nicht, wie von der Fachwelt angenommen, der Steg zwischen Schienenkopf und -fuß wie eine Membran schwingend einen Großteil des abgestrahlten Geräusches verursacht. Vielmehr weisen der Schienenkopf und insbesondere der Schienenfuß hohe Körperschallpegel und somit hohe Beiträge am Pegel des gesamten Schalldruckes auf und bewirken ihrerseits hauptsächlich die Lärmbelastung der Umwelt. Die Ursachen einer verstärkten wellenartigen Schwingung in Längsrichtung bzw. der Schnellverlauf in Abhängigkeit von der Frequenz, zum Beispiel eines Schenkels eines Schienenfußes, sind wissenschaflich noch nicht vollkommen geklärt, es wird jedoch angenommen, daß Knickpunkte bzw. Knickbereiche der Oberfläche oder diskontinuierliche Dickenänderungen des Querschnittes schwingungstechnisch Knoten oder Einspannpunkte darstellen können, wodurch verstärkte Schwingungen von Profilteilen, zum Beispiel eines Fußschenkels der Schiene, verursacht bzw. ermöglicht werden. Eine erfindungsgemäße Vergrößerung der Schienenfußhöhe und/oder insbesondere eine knickpunkt- oder knickbereichfreier Übergang vom Fuß in die Stegseitenfläche bewirken eine Änderung der Schwingungen im Schienenfußbereich, wodurch eine Abstrahlung von Luftschall durch die Schienenfußoberflächen an die Umgebung und gegebenenfalls eine diesen reflektierende Unterlage verringert ist.It has surprisingly been found that, as has been assumed by the experts, the bridge between the rail head and foot swinging like a membrane Most of the emitted noise causes. Rather, the Rail head and especially the rail foot high structure-borne noise levels and thus high contributions to the level of the overall sound pressure and in turn cause mainly the environmental noise. The causes of increased wave-like vibration in the longitudinal direction or the rapid course depending of the frequency, for example a leg of a rail foot Scientifically not fully understood, but it is believed that Break points or break areas of the surface or discontinuous Changes in thickness of the cross section vibrationally knots or Can represent clamping points, which causes increased vibrations of Profile parts, for example an ankle leg of the rail, caused or be made possible. An increase in the rail foot height according to the invention and / or in particular a transition from the foot free of kink or kink area in the web side surface cause a change in the vibrations in the Rail foot area, whereby a radiation of airborne sound through the Rail foot surfaces to the environment and possibly one of these reflective pad is reduced.
Wenn, wie weiters in günstiger Weise vorgesehen, der untere Teil und der obere Teil der Seitenfläche des Schienensteges zwischen der fußseitigen Übergangskante und der kopfseitigen Übergangskante, das ist jene Kante, die beim Übergang der Seitenfläche des Schienenkopfes in die obere Schienenstegfläche gebildet wird, im Querschnitt der Schiene im wesentlichen knickpunkt- oer knickbereichfrei konkav gerundet ausgebildet ist, wird eine Entstehung von Schwingungen, insbesondere in Profilteilen, welche demzufolge Luftschall abstrahlen, weiter verringert.If, as is also conveniently provided, the lower part and the upper part Part of the side surface of the rail web between the foot side Transition edge and the transition edge on the head side, that is the edge that is used for Transition of the side surface of the rail head into the upper rail web surface is essentially formed in the cross section of the rail is formed concavely rounded without a kink area, a formation of Vibrations, especially in profile parts, which consequently cause airborne noise blast, further reduced.
Herstellungs- bzw. walztechnisch sowie zur Gewichtsminimierung, jedoch insbesondere auch hinsichtlich der Verminderung der Luftschallemission kann es weiters vorteilhaft sein, wenn die Schienenstegseitenfläche im Querschnitt der Schiene aus einem kreisförmigen und/oder einem ellipsenförmigen unteren und oberen Teil gebildet ist und vorzugsweise einen in diesen tangential übergehenden geradlinigen Mittel- oder Zwischenbereich, durch welchen die Schwerpunktachse verläuft, aufweist. Dabei kann es günstig sein, wenn die geringste Dicke des Schienensteges gleich oder größer als diejenige von Normschienen ausgebildet ist. Manufacturing or rolling technology and to minimize weight, however in particular also with regard to the reduction of airborne noise emissions be further advantageous if the rail web side surface in the cross section of Rail from a circular and / or an elliptical lower and upper part is formed and preferably a tangent into this rectilinear middle or intermediate area through which the center of gravity axis runs, has. It can be advantageous if the smallest thickness of the Rail web is equal to or larger than that of standard rails.
Eine besonders günstige Ausführungsform mit einer hohen Tragfähigkeit der Schiene bei niedriger Luftschallabstrahlung wird erreicht, wenn der Abstand der Schwerpunktachse von der Abstützfläche am Schienenfuß einen Wert zwischen (0,5 und 0,38), vorzugsweise zwischen (0,47 und 0,41) mal der Höhe (A) der Schiene aufweist.A particularly favorable embodiment with a high load-bearing capacity Rail with low airborne noise emission is reached if the distance of the Center of gravity from the support surface at the rail foot a value between (0.5 and 0.38), preferably between (0.47 and 0.41) times the height (A) of the Has rail.
Auf einfache Weise kann eine Schwingungssensibilisierung der Außtenteile der Fußflanken weitgehend ausgeschaltet bzw. minimiert werden, wenn der Fuß der Schiene im Vergleich mit dem jeweiligen Schienennormprofil eine geringere Breite und/oder eine größere Höhe aufweist.A vibration sensitization of the outer parts of the Flanks of the foot are largely switched off or minimized when the foot of the Rail a smaller width compared to the respective rail standard profile and / or has a greater height.
Wenn, wie vorteilhaft vorgesehen, der Kopf, insbesondere der die Tragfläche beinhaltende Bereich der erfindungsgemäßen Schiene, wie an sich bekannt, eine erhöhte Härte des Werkstoffes aufweist, kann eine bei Normprofilen dadurch vergrößerte Schallabstrahlung wesentlich vermindert werden, wobei, wenn zusätzlich der Fuß, insbesondere der die Abstützfläche beinhaltende, zentrische, im wesentlichen symmetrisch zur Achse gelegene Bereich der Schiene eine erhöhte Härte des Werkstoffes aufweist, eine besonders stabile, beste Gebrauchseigenschaften aufweisende Ausführungsform erreicht wird.If, as advantageously provided, the head, in particular the wing containing area of the rail according to the invention, as known per se, a has increased hardness of the material, one can with standard profiles enlarged sound radiation can be significantly reduced, if additionally the foot, in particular the central one containing the support surface, in area of the rail lying essentially symmetrical to the axis Hardness of the material has a particularly stable, best Embodiment having utility properties is achieved.
Im folgenden wird die Erfindung anhand von in den Zeichnungen schematisch
dargestellten Ausführungswegen und Untersuchungsergebnissen näher erläutert.
Es zeigen
In Fig. 1 ist eine Normschiene UIC 60 im Querschnitt dargestellt. Die Schiene weist
eine Gesamthöhe A von 172 mm, eine Kopfhöhe von der Tragefläche 41 bis zur
Übergangskante 34 in eine Stegseitenfläche 31 von 37,5 mm und eine Fußbreite B
von 150 mm auf. Der Abstand S der Schwerpunktachse X von Abstützfläche 21 am
Schienenfuß beträgt 80,95 mm.
Eine derartige Normschiene UIC 60 mit einem Gewicht bzw. einer Masse von 60,34
kg/m wurde durch Anregung seitlich bzw. exzentrisch an der Tragefläche 41 quer
zur Längserstreckung in einer vertikalen und horizontalen Richtung durch Impulse
zu Schwingungen angeregt und ein maximaler Körperschallsummenpegel sowie
eine abgestrahlte Schalleistung ermittelt. Die bei der Normschiene festgestellten
Werte stellen, wie in Fig. 5, Balken B dargestellt, Basiswerte der UIC 60 dar, denen
Ergebniswerte von erfindungsgemäßen Schienen gegenüberstellbar sind.A standard rail UIC 60 is shown in cross section in FIG. 1. The rail has a total height A of 172 mm, a head height from the
Such a standard rail UIC 60 with a weight or a mass of 60.34 kg / m was excited by excitation laterally or eccentrically on the
In Fig. 2 ist eine erfindungsgemäße Schiene mit einem gegenüber einer
Normschiene UIC 60 verstärkten Fuß 2 bzw. mit einer größeren Fußdicke H
dargestellt. Dadurch ist bei gleicher Schienengesamthöhe A ein Abstand S der
Schwerpunktachse (X) zur Abstützfläche 21 verringert und, wie auch aus Fig. 5,
Balken 1 ersichtlich, das Schienengewicht geringfügig erhöht. Dies bewirkt bei
gleicher Anregung im Vergleich mit einer Normschiene eine Verringerung des
maximalen Körperschallsummenpegels und eine deutliche Absenkung des
Luftschallsummenpegels wie auch aus Fig. 5, Balken 1 hervorgeht.2 is a rail according to the invention with one versus one
Standard rail UIC 60 reinforced
Fig. 3 zeigt ein erfindungsgemäßes Schienenprofil, bei welchem der Fuß 2 eine
Höhe H entsprechend dem Normprofil UIC 60 aufweist, der untere Teil 31' der
Seitenfläche 31 des Schienensteges 3 zwischen der fußseitigen Übergangskante 32
und dem Schnitt mit der Schwerpunktachse X ist jedoch symmetrisch knickpunktfrei
kreisförmig gerundet ausgebildet. Durch diese Ausbildungsform war gegenüber der
Normschiene bei gleicher pulsierender Anregung ein, wie in Fig. 5, Balken 2
schematisch dargestellt, wesentlich erniedrigter Körperschallsummenpegel und ein
um ca. 1,05 dB verringerter Schalleistungssummenpegel der abgestrahlten
Schalleistung ermittelt worden, wobei die Masse der Schiene (siehe unterer Bildteil
von Fig. 5, Balken 2) nur geringfügig erhöht war.Fig. 3 shows a rail profile according to the invention, in which the foot 2 a
Has height H according to the standard profile UIC 60, the lower part 31 'of
Aus Fig. 4 ist ein weiteres erfindungsgemäßes Schienenprofil ersichtlich, welches
vollgerundete Laschenkammer bzw. knickbereichfreie Stegseitenflächen 31 von der
fußseitigen Übergangskante 32 bis zur kopfseitigen Übergangskante 34 bei einem
in diesen tangential übergehenden planparallelen Mittelteil des Steges 3 im Bereich
der Schwerpunktachse aufweist. Eine zum Kopf 4 und zum Fuß 5 gerichtete
kontinuierliche Verdickung des Schienensteges 3 bewirkt zwar, wie aus Fig. 5,
unteres Teilbild, Balken 3, hervorgeht, eine Erhöhung der Masse der Schiene 1 je
Meter.4 shows another rail profile according to the invention, which
fully rounded lug chamber or
Der maximale Körperschallsummenpegel wie auch mittels Balken 3 im oberen
Teilbild von Fig. 5 dargestellt, ist auf einen geringeren Prozentsatz im Vergleich mit
dem Normprofil UIC 60 verkleinert, wobei auch der ermittelte
Schalleistungssummenpegel der abgestrahlten Schalleistung um ca. 3,0 dB
vermindert ist.
Im Vergleich mit anderen Normschienenprofilen wiesen entsprechend
kennzeichengemäß gestaltete erfindungsgemäße Schienen ebenfalls wesentlich
geringer abgestrahlte Summenschalleistungen auf.The maximum structure-borne noise level, as also shown by means of
In comparison with other standard rail profiles, rails according to the invention which have been designed in accordance with the mark also had significantly less radiated total formwork performance.
Claims (9)
- A profiled transport rail (1), in particular a train rail, which upon being driven over has a reduced radiated air-borne noise level, formed from a rail foot (2) having a supporting face (21), a rail stem (3) and a rail head (4) having a bearing face (41), and having a rail height (A), having a rail-head width and having a moment of inertia and resistance about the axis of gravity, which values correspond substantially to the standard profiled rails having in each case the same loadability, characterized in that the cross-sectional profile is constructed to be symmetrical with respect to the vertical axis (Y) over the entire rail length, and in that, in the lower region (31') between the transition edge (32) at the foot end- that is that edge which is formed as the foot (2) merges into the stem side-face (31) - and the axis of gravity (X), each stem side-face (31) is constructed to be concavely rounded such that, as seen in cross-section of the rail, there is no break point or break region.
- A profiled transport rail (1), in particular a train rail, which upon being driven over has a reduced radiated air-borne noise level, formed from a rail foot (2) having a supporting face (21), a rail stem (3) and a rail head (4) having a bearing face (41), and having a rail height (A), having a rail-head width and having a moment of inertia and resistance about the axis of gravity, which values correspond substantially to the standard profiled rails having in each case the same loadability, characterized in that the cross-sectional profile is constructed to be symmetrical with respect to the vertical axis (Y) and the rail-foot height (H), is greater than that of the standard profiled rail.
- A profiled transport rail according to Claim 1 or a combination of Claims 1 and 2, characterized in that the lower part (31') and the upper part (31") of the side face (31) of the rail stem (3) between the transition edge (32) at the foot end and the transition edge (34) at the head end - that is that edge which is formed as the side face (42) of the rail head (4) merges into the upper rail-stem face (31") - is [sic] constructed to be concavely rounded such that, as seen in cross-section of the rail (1), there is no break point or break region.
- A profiled transport rail according to one of Claims 1 or 3, characterized in that, as seen in cross-section of the rail (1), the rail-stem side face (31) is formed from a circular or an elliptical lower (31') and upper (31") part and may have, merging into these latter, a linear central or intermediate region through which the axis of gravity (X) extends.
- A profiled transport rail according to one of Claims 1 to 4, characterized in that the spacing (S) between the axis of gravity (X) and the supporting face (21) at the rail foot (2) has a value of between 0.5 and 0.38 times the height (A) of the rail.
- A profiled transport rail according to one of Claims 1 to 5, characterized in that the spacing (S) between the axis of gravity (X) and the supporting face (21) at the rail foot (2) has a value of between 0.47 and 0.41 times the height (A) of the rail.
- A profiled transport rail according to one of Claims 1 to 5, characterized in that the foot (2) of the rail (1) has a smaller width (B) and a greater height (H) than the respective standard rail profile.
- A profiled transport rail according to one of Claims 1 to 7, characterized in that, in the head (4), the material of that region of the rail (1) which comprises the bearing face (41) is harder than that of the stem (3) and the foot (2), as is known per se.
- A profiled transport rail according to one of Claims 1 to 8, characterized in that, in the foot (2), the material of that centric region of the rail (1) which comprises the supporting face (21) and is arranged symmetrically with respect to the axis (Y) is harder than that of the stem.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT527/95 | 1995-03-24 | ||
| AT0052795A AT411176B (en) | 1995-03-24 | 1995-03-24 | RAIL WITH LOWER RADIATED AIR SOUND LEVEL |
| AT52795 | 1995-03-24 | ||
| PCT/AT1996/000040 WO1996030592A1 (en) | 1995-03-24 | 1996-03-05 | Reduced radiated-noise rail |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0815324A1 EP0815324A1 (en) | 1998-01-07 |
| EP0815324B1 true EP0815324B1 (en) | 2001-06-20 |
Family
ID=3492986
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP96902807A Expired - Lifetime EP0815324B1 (en) | 1995-03-24 | 1996-03-05 | Reduced radiated-noise rail |
Country Status (16)
| Country | Link |
|---|---|
| US (1) | US6170755B1 (en) |
| EP (1) | EP0815324B1 (en) |
| JP (1) | JP3238707B2 (en) |
| CN (1) | CN1183820A (en) |
| AT (1) | AT411176B (en) |
| AU (1) | AU690815B2 (en) |
| BR (1) | BR9607852A (en) |
| CA (1) | CA2215962C (en) |
| CZ (1) | CZ290175B6 (en) |
| DE (1) | DE59607133D1 (en) |
| ES (1) | ES2160227T3 (en) |
| HU (1) | HU222945B1 (en) |
| PL (1) | PL181772B1 (en) |
| RO (1) | RO117716B1 (en) |
| UA (1) | UA28097C2 (en) |
| WO (1) | WO1996030592A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102014203837A1 (en) | 2013-04-22 | 2014-10-23 | Db Netz Ag | Computer-implemented method for calculating a rail profile optimized with regard to reduced noise emission and low-noise rail |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20060071113A1 (en) * | 2004-09-24 | 2006-04-06 | Dente Gerald A Jr | Hose-and cord-winding device, binding element, and associated method |
| US7455242B2 (en) * | 2005-07-27 | 2008-11-25 | A&A Technologies | Railway track system |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US717845A (en) * | 1901-03-18 | 1903-01-06 | Alexander Campbell | Railroad-rail. |
| US842124A (en) * | 1905-05-08 | 1907-01-22 | Mark W Trimble | Railroad-rail. |
| US1188149A (en) * | 1915-04-07 | 1916-06-20 | Frank D Carney | Railway-rail. |
| FR881866A (en) * | 1941-04-01 | 1943-05-11 | Comm Aciers Soc Ind | Railway rail with increased resistance to wear of its parts subjected to high stresses |
| GB650711A (en) * | 1942-04-09 | 1951-02-28 | George Randolph Burkhardt | Improvements in railway rails |
| GB650722A (en) * | 1943-09-29 | 1951-02-28 | United Chemical & Metallurg Wo | Improvements relating to methods of decomposition of waste sulphuric acid to sulphurdioxide |
| GB650732A (en) * | 1944-12-15 | 1951-02-28 | George Randolph Burkhardt | Improvements in railway rails |
| FR1198376A (en) * | 1957-11-04 | 1959-12-07 | Rail | |
| DE1272950B (en) * | 1965-08-31 | 1968-07-18 | Kuckuck Fa | Running rails, in particular railroad tracks |
| US3525472A (en) * | 1966-08-30 | 1970-08-25 | Japan National Railway | Vibration-suppressing composite rail for railways |
| GB8822293D0 (en) * | 1988-09-22 | 1988-10-26 | British Steel Plc | Improvements in & relating to railways |
| GB9313060D0 (en) * | 1993-06-24 | 1993-08-11 | British Steel Plc | Rails |
-
1995
- 1995-03-24 AT AT0052795A patent/AT411176B/en not_active IP Right Cessation
-
1996
- 1996-03-05 UA UA97094739A patent/UA28097C2/en unknown
- 1996-03-05 CN CN96193735A patent/CN1183820A/en active Pending
- 1996-03-05 ES ES96902807T patent/ES2160227T3/en not_active Expired - Lifetime
- 1996-03-05 CA CA002215962A patent/CA2215962C/en not_active Expired - Fee Related
- 1996-03-05 HU HU9801399A patent/HU222945B1/en not_active IP Right Cessation
- 1996-03-05 JP JP52869396A patent/JP3238707B2/en not_active Expired - Fee Related
- 1996-03-05 AU AU47080/96A patent/AU690815B2/en not_active Ceased
- 1996-03-05 PL PL96322359A patent/PL181772B1/en not_active IP Right Cessation
- 1996-03-05 RO RO97-01779A patent/RO117716B1/en unknown
- 1996-03-05 WO PCT/AT1996/000040 patent/WO1996030592A1/en active IP Right Grant
- 1996-03-05 EP EP96902807A patent/EP0815324B1/en not_active Expired - Lifetime
- 1996-03-05 US US08/913,931 patent/US6170755B1/en not_active Expired - Fee Related
- 1996-03-05 CZ CZ19972997A patent/CZ290175B6/en not_active IP Right Cessation
- 1996-03-05 DE DE59607133T patent/DE59607133D1/en not_active Expired - Lifetime
- 1996-03-05 BR BR9607852A patent/BR9607852A/en not_active IP Right Cessation
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102014203837A1 (en) | 2013-04-22 | 2014-10-23 | Db Netz Ag | Computer-implemented method for calculating a rail profile optimized with regard to reduced noise emission and low-noise rail |
| WO2014173640A1 (en) | 2013-04-22 | 2014-10-30 | Db Netz Ag | Computer-implemented method of calculation and low-noise rail |
Also Published As
| Publication number | Publication date |
|---|---|
| PL181772B1 (en) | 2001-09-28 |
| JP3238707B2 (en) | 2001-12-17 |
| CN1183820A (en) | 1998-06-03 |
| HUP9801399A3 (en) | 2001-05-28 |
| AU4708096A (en) | 1996-10-16 |
| US6170755B1 (en) | 2001-01-09 |
| JPH11502577A (en) | 1999-03-02 |
| AT411176B (en) | 2003-10-27 |
| WO1996030592A1 (en) | 1996-10-03 |
| DE59607133D1 (en) | 2001-07-26 |
| CA2215962C (en) | 2001-05-29 |
| UA28097C2 (en) | 2000-10-16 |
| AU690815B2 (en) | 1998-04-30 |
| HUP9801399A2 (en) | 1998-09-28 |
| PL322359A1 (en) | 1998-01-19 |
| ATA52795A (en) | 2003-03-15 |
| CA2215962A1 (en) | 1996-10-03 |
| CZ299797A3 (en) | 1998-02-18 |
| RO117716B1 (en) | 2002-06-28 |
| BR9607852A (en) | 1998-07-14 |
| ES2160227T3 (en) | 2001-11-01 |
| HU222945B1 (en) | 2004-01-28 |
| CZ290175B6 (en) | 2002-06-12 |
| EP0815324A1 (en) | 1998-01-07 |
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