EP0856086A1

EP0856086A1 - Superstructure construction

Info

Publication number: EP0856086A1
Application number: EP96934747A
Authority: EP
Inventors: Albrecht Demmig; Hans-Ulrich Dietze; Hubertus Höhne; Sebastian Benenowski
Original assignee: Voestalpine BWG GmbH; Butzbacher Weichenbau GmbH
Current assignee: Voestalpine Turnout Technology Germany GmbH
Priority date: 1995-10-20
Filing date: 1996-10-18
Publication date: 1998-08-05
Anticipated expiration: 2016-10-18
Also published as: EP0856086B1; DK0856086T3; WO1997015723A1; ES2148802T3; BR9611195A; ATE194399T1; NO311098B1; PL183406B1; NO981749D0; PL326270A1; US6027034A; NO981749L; US6409092B1

Abstract

PCT No. PCT/EP96/04536 Sec. 371 Date Aug. 11, 1998 Sec. 102(e) Date Aug. 11, 1998 PCT Filed Oct. 18, 1996 PCT Pub. No. WO97/15723 PCT Pub. Date May 1, 1997A superstructure arrangement for a track comprising a rail fastened to a securing device such as a ribbed plate which is disposed above a concrete sleeper, with an intermediate layer extending between the sleeper and the securing device. The rigidity of the intermediate layer is variable and rated so that at the maximum permissible stress in the rail, caused by bending under wheel lead, the elastic property changes to substantially non-elastic.

Description

description

Superstructure

The invention relates to a superstructure structure comprising a rail arranged above a base such as a concrete sleeper, which in turn starts from a fastening such as a ribbed plate, at least one intermediate layer having a stiffness x being arranged between the base and the fastening.

It is known to bed sleepers on gravel or to use slab track structures with stable, rigid sleeper bearings. In the latter case, the threshold, such as a concrete threshold, is placed on asphalt or concrete base plates or corresponding troughs and then partially cast in a casting compound, such as concrete or asphalt.

In order to achieve a reduction in structure-borne and airborne noise from slab tracks, a construction is known to apply a control rail such as S54 in a channel, which consists of concrete or steel parts, on a cork layer. In addition, hollow bodies are provided which are coated with polyurethane than cork mixture are filled to reduce the sound. However, a corresponding design has not led to the desired result. Rather, sound measurements have shown that there is even a 10 dB increase in noise compared to ballast construction.

DE 89 15 837 U 1 discloses a device for mounting rails for rail vehicles, in which a ribbed plate is arranged on an elastic intermediate layer, the thickness of which corresponds at least to that of the ribbed plate. The intermediate layer can have a desired elasticity due to certain geometry specifications. The same applies to DE 40 1 1 013 AI, which relates to a temperature-controlled rail construction for tracks at high speeds. By forming a cavity with plastic-modified adhesive mortar, it is to be ensured that direct transfer of heat or cooling energy to the rail is avoided.

According to DE 41 38 575 AI, the spring stiffness of an elastic intermediate layer can be designed depending on the contact force.

EP 0 632 164 AI suggests the structure of an elastic intermediate layer on the bottom side in such a way that greater rigidity results when subjected to loads, while at the same time the transmission of sound is to be limited.

From DE 43 14 578 AI an elastic rail pad with compression points on the bottom and circumferential closed edge strip is known.

The problem underlying the present invention is to further develop a superstructure structure, in particular that of a slab track, in such a way that structure-borne and airborne noise is reduced.

The problem is essentially solved according to the invention in that the stiffness x of the intermediate layer is dependent on a maximum desired foot-side rail Tension in the rail is determined, in particular that the stiffness x is designed such that a maximum predeterminable rail tension can be generated in the rail on the underside of the foot.

According to the invention, the intermediate layer is designed for the permissible or desired maximum rail tension, which results in the advantage that the rail itself is supported in a softer manner, which results in a decoupling between the rail and the threshold. This also affects a lower base load, which in turn reduces structure-borne noise. This can be exacerbated by the fact that the rail used is considered to have a high moment of inertia and resistance across the central rail axis, for example a solid rail, so that the rail performs the function of a girder and can develop a load-bearing effect. This results in a further decoupling between the rail and the threshold, which in turn reduces the structure-borne noise emitted by the rail when a rail vehicle is being driven through.

In particular, the teaching according to the invention is realized in that the intermediate layer has a spring characteristic such that the intermediate layer has essentially inelastic properties at a maximum permissible and / or specifiable rail tension. An intermediate layer is proposed which has a low stiffness before reaching the maximum permissible and / or predefinable rail tension and a high stiffness when this is reached.

It is preferably provided that the intermediate layer has a stiffness x of x <25 kN / mm, preferably 4 <x <25 kN / mm in the area of permissible rail tension, or that the intermediate position is one when the maximum permissible rail tension is present Stiffness x with x> 35 kN / mm, in particular x> 90 kN / mm, preferably in the range of 100 kN / mm.

In particular and according to a proposal of our own, however, it is provided that, when the intermediate layer is not loaded, these projections protrude above its underside has, which are surrounded on the circumference within the intermediate layer by a free space (recess). The free space has a volume V _a which is equal to a volume V _b which the respective projection has in its section protruding above the underside.

By means of the proposal according to the invention, the projections have the function of a suspension spring, which is effective when the maximum rail tension of the rail supported by the support has not yet been reached. If this is then achieved, the projections are pressed into the base such that the projections are flush with the underside of the intermediate layer and at the same time fill the entire free spaces (recesses). As a result, the form factor of the intermediate layer is increased in such a way that the maximum permissible rail tension cannot be exceeded in principle even when further force is applied. In particular, if the free spaces in the base are completely filled with the material of the projections, the intermediate layer should have a stiffness x which is in the range of 100 kN / mm.

In particular, it is provided that the rail is a Vignol rail with a maximum permissible rail tension of 70 to 100 N / mm ² and that the intermediate layer has a rigidity x of approximately 4 to 16 kN / mm if the maximum permissible rail tension has not yet been reached .

Detached from the geometry of the rail, a further development of the invention provides that, in particular, rails are used which have an moment of inertia I _x with preferably I _x > 3,400 cm ⁴ and a section modulus W _x with preferably W _x > 350 cm ³ .

In particular, a superstructure structure of a slab track is provided, in which the rail is a solid rail with an moment of inertia I _x with 3,700 <I _x <3,800 cm ⁴ and a section modulus W _x with 390 <W _x <410 cm ³ and a maximum desired Rail tension σ (about 70 ± 4 N / mm ² for UIC grade A steel with 880N / mπr tensile strength) and the intermediate layer has a stiffness x of approximately 10 ± 2 kN / mm for full webs. For modes of transport with lower axle loads, stiffness results that are below the previously specified value.

In a further development of the invention, the invention provides that the rail is designed on the foot side in such a way that the foot emits sound waves of a frequency v when the vibration is excited, which waves lie essentially outside a frequency range between 500 and 3,000 Hz. This results in a vibration-related design of the rail foot such that there is a considerable reduction in airborne noise.

In addition, the rail can be designed seamless, which also prevents the adverse effects of unwanted airborne noise.

If the rail has a bridge, this should be designed in such a way that the bridge emits sound waves of a frequency v when the vibration is excited, which waves lie essentially outside a frequency range between approximately 500 and 3000 Hz.

In order to ensure that the rail cannot tilt due to the fact that it rests on the fastening on a relatively soft intermediate layer, a further development of the invention provides that the rail with the fastening, like a ribbed plate, is a unit which causes the rail to widen forms. The attachment can be embedded in the intermediate layer and enclosed by the longitudinal edge.

Further details, advantages and features of the invention result not only from the claims, the features to be extracted from them - by themselves and / or in combination - but also from the following description of preferred exemplary embodiments which can be found in the drawing.

Show it: 1 shows a section through a superstructure construction with a first embodiment of a Vignol rail,

2 shows a section through a superstructure construction with a second embodiment of a Vignol rail,

3 shows a section through a superstructure construction with a solid rail,

4 shows a section through an intermediate layer with effective low rigidity,

Fig. 5 shows the intermediate layer according to Fig. 4 with effective high rigidity and

6 shows a characteristic curve.

In the figures, in which basically the same elements are provided with the same reference numerals, sections of a slab track include a concrete sleeper 10, a ribbed plate 16 connected to it by means of screws 12, 14, and a rail fastened to this, which is shown in 1 is a UIC60 rail 18, in which FIG. 2 is a Vignol rail 20, which is modified in terms of vibration in comparison to the UIC60 rail 18 with respect to the web 22 and foot 24, and is a solid rail 26 according to FIG .

The respective rail 18, 20, 26 is secured to the ribbed plate 16 by means of suitable fastening means such as clamping brackets 28, 30, which are supported on the feet 24 and 32, 34 of the rails 20 and 18 and 26, respectively. The connection between the fastening means 28 and 30 and the respective rail feet 24, 32, 34 is such that a mechanical unit is formed which leads to an apparent widening of the rail foot. As a result, the respective rail 18, 20, 26 experiences a higher tilt stability.

With regard to the attachment of the ribbed plate 16 with the concrete sleeper 10 via the Screws 12 and 14 are referred to conventional constructions, but in particular to one such as can be found in WO 95/17552. In this respect, the disclosure in this regard is the subject of the present invention.

Regardless of the type of attachment between the rib plate 16 or an element having the same effect and the threshold 10, however, it is provided according to the invention that between the rib plate 16 or a corresponding attachment for the rail 18, 20, 26 and the threshold 10 an elastic intermediate layer 36, 38 or 40 runs with a stiffness x, which depends on the maximum desired rail tension of the respective rail 18, 20, 26. The rib plate 16 is preferably vulcanized into the intermediate layer 36, 38, 40, which in turn has a so-called bent stiffness characteristic. This means that the intermediate layer 36, 38, 40 in its working area, in which the rail 18, 20, 26 has not yet reached the maximum permissible rail tension, has soft properties, but suddenly become hard when the maximum permissible rail tension is present. In order to achieve a so-called bent characteristic, constructive measures can be selected, which can be found in WO 94/08093. Reference should be made to the corresponding disclosure, which is the subject of the present description.

In particular, however, the measures to be taken from FIGS. 4 and 5 are to be provided in order to adjust the stiffness of the intermediate layer in such a way that soft properties are present before the maximum permissible rail tension is reached, which then suddenly change to hard properties when the maximum permissible Rail tension is present.

An intermediate layer 36, 38, 40 which can be seen in FIGS. 1 to 3 can in principle show a structure as can be seen in FIGS. 4 and 5 and is provided with the reference symbol 42. The intermediate layer 42 has protrusions 46 projecting above its underside 44. At the same time, the projections 46 are surrounded by a free space 48 (recess in the intermediate layer 42) when the intermediate layer 42 is unloaded. This free space 48 has a volume V _a which corresponds to the volume V _{b of} the Section 50 corresponds to the projections 46, which protrudes above the underside 44 of the intermediate layer 42.

The projections 46 perform supporting spring functions when the rail is normally loaded, ie before the maximum permissible rail tension is reached, and consequently support the ribbed plate 16 alone. With increasing introduction of force and the associated increasing rail tension, the projection 46 is pressed more and more into the intermediate layer 42 with the result that the space 48 is filled by the material of the projection 46. If the maximum permissible rail tension has been reached, the projection 46 fills the entire free space 48, so that the end surface 52 of the projection 46 is consequently flush with the underside 44 of the intermediate layer 42. As a result, the entire intermediate layer 42 carries out supporting functions with the result that the intermediate layer 42 as a whole becomes effective with a high degree of rigidity. This in turn means that if the force is further introduced into the rail, the rail tension cannot be increased, or cannot be increased substantially.

5 shows the intermediate layer 42 with projections 46 pressed into it. It can be seen that the end faces 52 of the projections are flush with the underside 44 of the intermediate layer 42.

The characteristic curve of the intermediate layer 42 is shown purely in principle on the basis of FIG. 6. The depression s is shown as a function of the force acting on the intermediate layer 42. In the area in which the maximum permissible rail tension has not yet been reached, the characteristic curve shows a flat course, which rises steeply when the maximum permissible rail tension is reached.

In other words, the intermediate layer 42 is designed in such a way that the rail can be bent in such a way that the maximum permissible rail tension can be generated and if this is present, further bending is no longer possible, since the intermediate layer 42 has a high rigidity x, which is preferably in the Range of 100 kN / mm or more. The maximum permissible rail tension is to be understood as that which can occur on the underside of the foot and which can be determined, for example, by means of the measuring strip. In the case of slab tracks, the maximum desired rail tension is 70 ± 4 N / mm ^: with a usual wheel load of 10 t of a vehicle traveling through the rail.

In order to allow a corresponding maximum rail tension when driving through the rail vehicle with the wheel load of 10 t, the rigidity x of the respective intermediate layer 36, 38, 40 is designed accordingly, i. This means that the stiffness x of the intermediate layer 36, 38, 40 is reduced in comparison to known superstructure constructions, that is to say the rail 18, 20, 26 can be supported more softly. This in turn results in a reduction in structure-borne noise, since the rail 18, 20, 26 is decoupled from the threshold 10. The base load is also reduced.

In order to implement the teaching according to the invention, however, it is provided in particular that the intermediate layer 36, 38, 40 has a so-called bent characteristic with regard to its spring properties or rigidity. The intermediate layer 36, 38, 40 has elastic or "soft" properties until the maximum permissible or predefinable rail tension has not yet been reached. If this is present, on the other hand, the intermediate layer 36, 38, 40 is "hard", that is to say it has a high degree of rigidity, so that there is no further deflection of the rail 18, 20, 26 and thus an increase in the rail tension.

Since, depending on the geometry of a rail, it can more or less perform the function of a carrier and thus have a load-bearing effect, the stiffness x of the intermediate layer is reduced when the moment of inertia I _x and the section modulus W _{x of} the rail is increased, for example the geometry of a conventional UIC60 rail 18 is changed such that, according to FIG. 2, the web 22 widens and the rail foot 24 merges into the web 22 with less curvature. The result of this is that the rail 20 can be supported more softly without the maximum permissible rail tension of in particular 70 ± 4 N / mm ^{2 being} exceeded. However, soft storage means decoupling from the threshold 10 with the result that the structure-borne noise emitted by the rail 20 is reduced.

Even better results are shown in the case of the solid rail 26 according to FIG. 3, since, due to the even higher moment of inertia I _x and section modulus W _x, an even softer bearing can take place before the maximum permissible rail tension is reached.

Due to the geometry of the rail 20 or that of the solid rail 26, there is further the advantage that the base 24 or 34 has been modified in terms of vibration in comparison with the UIC60 rail 18 such that the sound emitted when the vibration is excited is not in the undesired frequency range is between 500 and 3,000 Hz. The widening or change in the shape of the web 22 of the rail 20 also reduces the airborne sound that is usually emitted by the web of a Vignol rail.

On the basis of the teaching according to the invention that the rail 18, 20, 26 is elastically supported on the intermediate layer 36, 38, 40 in such a way that the maximum permissible rail tension can be reached with conventional wheel loads, but is in principle not exceeded due to a kinked characteristic curve, there is the advantage that decoupling takes place between the rail 18, 20, 26 and the threshold 10 in such a way that undesired structure-borne noise is prevented. If a solid rail 26 or a Vignol rail 20 with a web 22 and foot 24 modified in terms of vibration technology is also used in order to largely prevent the emission of airborne noise in the range between 500 and 3000 Hz, there is a further improvement in the sound engineering of a fixed roadway.

Taking into account the teaching according to the invention, Vo 1-60 with I _x = 3,760 cm ⁴ results for a full rail. W _x = 430 cm ³ and a maximum permissible rail tension of 73 N / mm ² for the intermediate layer 40 a stiffness of 10 kN / mm, from which in turn a maximum support point load of 25.3 kN is calculated. These values apply in the work area where the maximum rail tension is not is exceeded. If, on the other hand, this is achieved, the stiffness of the intermediate layer 40 changes such that it is "hard", that is to say largely inelastic, so that there is no further deflection of the rail. In this "hard" area, the stiffness should be x ≥ 35 kN / mm.

These values show that the solid rail 26 is decoupled from the base 40 to the extent that when the rail 26 is passed through, its structure-borne noise is only transmitted to the threshold 10 and thus to the substructure to a small extent.

Claims

Superstructure construction

1. superstructure like a solid carriageway comprising a rail (18, 20, 26) arranged above a base such as a concrete sleeper (10), which in turn starts from a fastening (16) such as a ribbed plate, at least one intermediate layer (36 , 38, 40, 42) is arranged with a stiffness x, characterized in that the stiffness x of the intermediate layer (36, 38, 40, 42) is designed such that in the rail (18.20, 26) a maximum permissible and / or predeterminable rail tension can be generated.

2. superstructure according to claim 1, characterized in that the intermediate layer (36, 38, 40, 42) has a spring characteristic such that the intermediate layer has essentially inelastic properties at a maximum permissible and / or predefinable rail tension.

3. superstructure according to claim 1 or 2, characterized in that the intermediate layer (36, 38, 40, 42) has a low stiffness before reaching the maximum permissible and / or predefinable rail tension and when this is reached.

4. superstructure according to at least one of the preceding claims, characterized in that the intermediate layer (36, 38, 40, 42) in the area of permissible rail tension has a stiffness x with x <25 kN / mm, preferably 4 <x <25 kN / mm, has.

5. superstructure according to at least one of the preceding claims, characterized in that when the maximum permissible rail tension is present, the intermediate layer (36, 38, 40, 42) has a rigidity x> 35 kN / mm, in particular x> 90 kN / mm, preferably in the range of 100 kN / mm or larger.

6. superstructure according to at least one of the preceding claims, characterized in that the rail is a Vignol rail (20) with a maximum permissible rail tension of 70 to 100 N / mm ² and that the intermediate layer (38) has a stiffness speed x of about 4 to 16 kN / mm before reaching the maximum permissible rail tension.

7. superstructure according to at least one of the preceding claims, characterized in that the rail is a solid rail (26) preferably a UIC grade A steel with approximately 880 N / mm ² tensile strength with an moment of inertia I _x with I _x > 3,700 cm ⁴ and / or a section modulus W _x with W _x > 390 cm ³ and that at a maximum desired rail tension of approximately 70 ± 4 N / mm ² the intermediate layer (40) has a stiffness x with x in approximately 10 ± 2 kN / mm.

8. superstructure according to at least one of the preceding claims, characterized in that the rail (20) is designed on the foot side in such a way that the foot (24) emits sound waves of a frequency v during vibration excitation which are essentially outside a frequency range between approximately 500 and 3,000 Hz.

9. superstructure according to at least one of the preceding claims, characterized in that the rail (26) is designed seamless.

10. The superstructure according to at least one of the preceding claims, characterized in that the rail (20) is designed on the web side in such a way that the web (22) emits sound waves of a frequency v during vibration excitation which are essentially outside a frequency range between approximately 500 and 3,000 Hz.

11. Track structure according to at least one of the preceding claims, characterized in that the rail (18, 20, 26) with the fastening (16) forms a unit causing a widening of the foot of the rail.

12. The superstructure according to at least one of the preceding claims, characterized in that the fastening (16) is inserted in the intermediate layer (36, 38, 40), is preferably enclosed by the longitudinal edge thereof.

13.The superstructure structure, such as a solid carriageway, comprises a rail (18, 20, 26) arranged above a base such as a concrete sleeper (10), which in turn is based on a fastening (16) such as a ribbed plate, at least one intermediate layer (36 , 38, 40, 42) is arranged with a stiffness x, characterized in that the stiffness x of the intermediate layer (36, 38, 40, 42) is designed such that the rail (18, 20, 26) is deformable on the underside of the foot to a maximum of up to a rail tension in the range from 70 to 100 N / mm ² .

14. The superstructure according to preferably at least one of the preceding claims, characterized in that when the intermediate layer (42) is unloaded, it has projections (46) projecting above its underside (44), which on the circumferential side of the intermediate layer have a free space (48). are surrounded, each clearance men Volu¬ a V _a having the equal to a volume V _b is equivalent to that of a projection (46) in its projecting over the underside of the intermediate layer portion (50).

15. superstructure according to at least claim 14, characterized in that when the maximum permissible rail tension is present, the volumes of the free spaces (48) are completely filled by the material of the projections (46) and that the projections are flush with the underside (44) of the intermediate layer for educating Complete a high stiffness x of the intermediate layer (42), in particular to achieve a stiffness x in the range of 100 kN / mm.