EP0856086A1 - Superstructure de chemin de fer - Google Patents

Superstructure de chemin de fer

Info

Publication number
EP0856086A1
EP0856086A1 EP96934747A EP96934747A EP0856086A1 EP 0856086 A1 EP0856086 A1 EP 0856086A1 EP 96934747 A EP96934747 A EP 96934747A EP 96934747 A EP96934747 A EP 96934747A EP 0856086 A1 EP0856086 A1 EP 0856086A1
Authority
EP
European Patent Office
Prior art keywords
rail
intermediate layer
stiffness
tension
superstructure
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
EP96934747A
Other languages
German (de)
English (en)
Other versions
EP0856086B1 (fr
Inventor
Albrecht Demmig
Hans-Ulrich Dietze
Hubertus Höhne
Sebastian Benenowski
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.)
Voestalpine Turnout Technology Germany GmbH
Original Assignee
Voestalpine BWG GmbH
Butzbacher Weichenbau GmbH
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
Priority claimed from DE19544055A external-priority patent/DE19544055A1/de
Application filed by Voestalpine BWG GmbH, Butzbacher Weichenbau GmbH filed Critical Voestalpine BWG GmbH
Publication of EP0856086A1 publication Critical patent/EP0856086A1/fr
Application granted granted Critical
Publication of EP0856086B1 publication Critical patent/EP0856086B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
    • E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape
    • E01B9/686—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape with textured surface
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/62—Rail fastenings incorporating resilient supports

Definitions

  • 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.
  • the threshold such as a concrete threshold
  • a casting compound such as concrete or asphalt
  • 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.
  • DE 40 1 1 013 AI which relates to a temperature-controlled rail construction for tracks at high speeds.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the intermediate layer should have a stiffness x which is in the range of 100 kN / mm.
  • 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 .
  • 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 .
  • a superstructure structure of a slab track 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 ⁇ (about 70 ⁇ 4 N / mm 2 for UIC grade A steel with 880N / m ⁇ r 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.
  • 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.
  • the rail can be designed seamless, which also prevents the adverse effects of unwanted airborne noise.
  • the rail has a bridge
  • 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.
  • FIG. 2 shows a section through a superstructure construction with a second embodiment of a Vignol rail
  • Fig. 5 shows the intermediate layer according to Fig. 4 with effective high rigidity
  • 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.
  • 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.
  • the respective rail 18, 20, 26 experiences a higher tilt stability.
  • 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.
  • constructive measures can be selected, which can be found in WO 94/08093.
  • 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.
  • 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.
  • FIG. 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.
  • the characteristic curve shows a flat course, which rises steeply when the maximum permissible rail tension is reached.
  • 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.
  • 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.
  • the rigidity x of the respective intermediate layer 36, 38, 40 is designed accordingly, i.
  • 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.
  • 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.
  • 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 rail 20 can be supported more softly without the maximum permissible rail tension of in particular 70 ⁇ 4 N / mm 2 being exceeded.
  • soft storage means decoupling from the threshold 10 with the result that the structure-borne noise emitted by the rail 20 is reduced.
  • 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.
  • 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.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Road Paving Structures (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)
  • Production Of Liquid Hydrocarbon Mixture For Refining Petroleum (AREA)
  • On-Site Construction Work That Accompanies The Preparation And Application Of Concrete (AREA)
  • Vehicle Body Suspensions (AREA)
  • Noodles (AREA)
EP96934747A 1995-10-20 1996-10-18 Agencement de superstructure Expired - Lifetime EP0856086B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19539144 1995-10-20
DE19539144 1995-10-20
DE19544055A DE19544055A1 (de) 1995-10-20 1995-11-25 Oberbaukonstruktion
DE19544055 1995-11-25
PCT/EP1996/004536 WO1997015723A1 (fr) 1995-10-20 1996-10-18 Superstructure de chemin de fer

Publications (2)

Publication Number Publication Date
EP0856086A1 true EP0856086A1 (fr) 1998-08-05
EP0856086B1 EP0856086B1 (fr) 2000-07-05

Family

ID=26019652

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96934747A Expired - Lifetime EP0856086B1 (fr) 1995-10-20 1996-10-18 Agencement de superstructure

Country Status (9)

Country Link
US (2) US6027034A (fr)
EP (1) EP0856086B1 (fr)
AT (1) ATE194399T1 (fr)
BR (1) BR9611195A (fr)
DK (1) DK0856086T3 (fr)
ES (1) ES2148802T3 (fr)
NO (1) NO311098B1 (fr)
PL (1) PL183406B1 (fr)
WO (1) WO1997015723A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2487207C2 (ru) * 2006-09-22 2013-07-10 Альстом Транспорт Са Железнодорожная шпала

Families Citing this family (13)

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DK0856086T3 (da) * 1995-10-20 2000-10-16 Butzbacher Weichenbau Gmbh Overbygningskonstruktion
BE1012466A5 (fr) * 1999-02-05 2000-11-07 Vanhonacker Patrick Dispositif de support pour rails de voie ferree.
ES2156564B1 (es) * 1999-08-19 2002-04-01 Plasticos Mondragon Sa Placa elastica de asiento para carril ferroviario.
BE1013537A3 (nl) * 2000-05-25 2002-03-05 Composite Damping Material Nv Werkwijze en strook voor het uitlijnen van een geluidsarme spoorlijn.
US6343748B1 (en) 2000-08-31 2002-02-05 Ksa Limited Partnership Concrete railroad tie insulator spacer and fastening system
US6572027B1 (en) 2002-04-09 2003-06-03 Ksa Limited Partnership Concrete railroad tie two-piece insulator spacer and fastening system
ATE468436T1 (de) * 2005-04-02 2010-06-15 Koelner Verkehrs Betr E Ag Schienenlager
CN101775763B (zh) * 2010-02-05 2012-06-27 北京市劳动保护科学研究所 阻尼弹簧浮置道床隔振器失效指示器
US9004372B1 (en) * 2011-08-29 2015-04-14 L. B. Foster Company Dual hardness bonded direct fixation fastener
CZ23382U1 (cs) 2011-12-20 2012-02-06 DT - Výhybkárna a strojírna, a.s. Podkladnicová sestava pro upevnení kolejnic
GB2502990B (en) 2012-06-12 2018-01-31 Pandrol Ltd Railway rail fastening clip for recessed railseats
DE102012014500A1 (de) * 2012-07-23 2014-01-23 Schwihag Ag Schienenbefestigungssystem für Übergangsbereiche
US20240093434A1 (en) * 2022-09-20 2024-03-21 Progress Rail Services Corporation Track rail fastening system and rail cushion for same

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2487207C2 (ru) * 2006-09-22 2013-07-10 Альстом Транспорт Са Железнодорожная шпала

Also Published As

Publication number Publication date
PL183406B1 (pl) 2002-06-28
NO981749L (no) 1998-06-18
BR9611195A (pt) 1999-04-06
NO981749D0 (no) 1998-04-17
ATE194399T1 (de) 2000-07-15
US6409092B1 (en) 2002-06-25
US6027034A (en) 2000-02-22
NO311098B1 (no) 2001-10-08
DK0856086T3 (da) 2000-10-16
ES2148802T3 (es) 2000-10-16
WO1997015723A1 (fr) 1997-05-01
PL326270A1 (en) 1998-08-31
EP0856086B1 (fr) 2000-07-05

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