EP0990071A1

EP0990071A1 - Rail arrangement

Info

Publication number: EP0990071A1
Application number: EP98934818A
Authority: EP
Inventors: Michael Bruder; Michail Rabkin; Karl-Heinz Krause; Edgar Böhm; Gerhard Merkmann; Peter Schwob; Klaus Tübel
Original assignee: Phoenix AG
Current assignee: Phoenix AG
Priority date: 1997-06-18
Filing date: 1998-05-28
Publication date: 2000-04-05
Anticipated expiration: 2018-05-28
Also published as: DE19823812A1; JP2002504203A; ES2197484T3; EP0990071B1; AU8431998A; CN1260850A; HUP0004092A2; ATE239138T1; DE59808177D1; AU739329B2; CN1107767C; US6471139B1; HUP0004092A3; KR20010013239A; WO1998058125A1

Abstract

The invention relates to a rail arrangement for a rail superstructure such as a fixed railroad, comprising an elastic intermediate plate (3) which is located between the rail foot and a hard support (6) in the form of a concrete tie and has two through holes for the screws (7) to fasten the rails. For series mounting, which is the solution of choice, the elastic intermediate plate (3) is combined with an elastic intermediate layer (1) in such a way that the additional intermediate layer rests above the intermediate plate directly below the rail foot, whereby the intermediate layer (1) is separated from the intermediate plate (3) by a metal base plate (2) which serves to fasten the rail. According to the invention, the intermediate plate (3) consists of a single-piece vulcanisate made of a rubber mixture and has three structural zones related to a novel arrangement of protrusions (active surfaces) and recesses (inactive surfaces), whereby the inactive surfaces in the central zone are deeper than those in the two side zones. The invention also relates to other constructional features of the elastic intermediate plate (3).

Description

Rail arrangement

description

The invention relates to a rail arrangement for a track superstructure such as a solid carriageway, comprising an elastic intermediate plate, which is located between the rail foot and a hard support (e.g. concrete support plates, steel sleepers, concrete sleepers) and is usually provided with two openings for the screws of the rail fastening, the elastic intermediate plate

- consists of a one-piece vulcanizate, made from a rubber mixture, especially based on natural rubber (NR), epoxidized natural rubber (ENR), isoprene rubber (IR), butadiene rubber (BR), acrylate rubber (ACM), styrene-butadiene rubber (SBR) or blends of these rubber types, in particular NR / SBR or NR / BR blends, as well as customary mixture ingredients, such as fillers, plasticizers, anti-aging agents and optionally other additives;

- Has an essentially flat upper surface, while its underside has a peripheral edge, which is usually provided with at least one drainage channel running in the transverse direction of the rail, the edge being a system of knobs and depressions, preferably with an essentially mirror-symmetrical overall structure, in relation to the in Rail transverse direction and in the longitudinal direction of the central planes includes, the bottom usually sits directly on the hard support; such as

- Has three zones which extend substantially parallel to the longitudinal direction of the rail, the central zone with respect to the system of knobs and recesses having a different structure than the two structurally identical side zones, in such a way that the central zone has a greater rubber-elastic deformability than that two side zones. A generic rail arrangement is known from EP-A-0 541 884. It is proposed, for example, to provide the elastic intermediate plate with blind holes or zigzag-shaped grooves, these elements forming the recesses occurring more frequently within the central zone than within the two side zones, which means that the central zone has a greater rubber-elastic deformability than the two side zones.

A considerable proportion of long-distance passenger transport by rail is already carried out in several countries, particularly in France, Japan and Germany, on so-called high-speed lines. This development is progressing through the construction of new lines of this kind, as part of the coupling of national high-speed lines in Europe to form an international network, while at the same time including long-distance freight transport (mixed use of the lines).

Only in the design of these high-speed lines as so-called "slab tracks" on earthworks, in tunnels and on bridges - in contrast to the classic ballast track - is the maintenance effort justifiable and thus a low-maintenance long-term use possible.

In order to achieve optimum driving comfort, low levels of vibration and noise for the residents of the route, low dynamic traffic and high availability of the routes, the following requirements are placed on the elastic intermediate plate, namely:

- Static secant rigidity C _sta , = 10 to 30 kN / mm, in particular 15 to 25 kN / mm

(Lower limit 15 kN, upper limit 50 kN)

- Dynamic stiffening factor ae ≤ 2.5, in particular ≤ 1.5

These requirements, taking into account fatigue resistance and fatigue strength (service life), cannot be met with a one-piece intermediate plate, manufactured as a molded article, based on TPE material. Without clear Increasing the overall height, the specifications listed above for C _stat with a compatible dynamic stiffening factor over the required service life cannot be achieved with a TPE material. These requirements can only be met in connection with vulcanizates, made from a rubber mixture, in particular using the rubber types NR, ENR, IR, BR, ACM, SBR, NR / SBR or NR / BR, and that includes a suitable construction of the elastic intermediate plate .

The elastic intermediate plate according to the invention is characterized in accordance with the characterizing part of claim 1 by the following construction:

- The depressions within the three zones are designed as non-active areas, which also form the bottom, which represents the closed boundary to the top of the elastic intermediate plate, the non-active areas within the central zone being lower than that of the two side zones.

- The active areas of the knobs within the central zone have a smaller total area than that of the knobs within each side zone.

- The two side zones each take up a larger area than the central zone.

Expedient design variants of the invention are mentioned in claims 2 to 27.

The invention will now be presented in detail using exemplary embodiments with reference to schematic drawings. Show it:

1 shows a rail arrangement comprising a series connection of an elastic intermediate layer and an elastic intermediate plate (cross-sectional illustration);

2 shows the underside of an elastic intermediate plate (top view);

Fig. 3 shows the underside of another elastic intermediate plate (top view); 4 shows the structural parameters of the elastic intermediate plate (cross-sectional representation);

Fig. 5 is a force-displacement diagram for the purpose of determining the static

Secant stiffness, measured on an elastic intermediate plate according to FIG. 3.

In connection with these figures, the following list of reference numbers applies:

1 elastic liner

2 base plate for rail fastening

3, 3 'elastic intermediate plate

4 jaws

5 angle guide plate

6 hard supports in the form of a concrete sleeper (firmly cast with concrete base)

7 threshold screw

8 screw anchors

9, 9 'peripheral edge

10, 10 'knobs

11, 11 'nubs

12, 12 'knobs (multi-part to form parts 12a, 12b; 12'a, 12'b, 12'c)

13, 13 'nubs

14, 14 'recess

15, 15 'recess

16, 16 'hole for rail fastening

17, 17 'drainage channel

18, 18 'drainage channel

19 floor

20 top

A side zone

B middle zone X middle plane (in the transverse direction of the rail)

Y Central plane (in the longitudinal direction of the rail) u Total thickness of the intermediate plate (total height of the active areas) v Depth of the non-active areas within the side zone A v 'Depth of the non-active areas within the central zone B w Thickness of the floor within the central zone B

Fig. 1 shows a rail arrangement in which the elastic intermediate plate 3 is combined with an elastic intermediate layer 1 in the context of a series connection, in such a way that the additional intermediate layer comes to lie above the intermediate plate directly below the rail foot, the intermediate layer 1 of the Intermediate plate 3 is separated by a base plate 2 made of metal, which is used for fastening the rails. The elastic intermediate layer 1 has approximately the width of the rail foot. Compared to the intermediate layer 1, the elastic intermediate plate 3 has approximately twice the area requirement, the following values applying to the total thickness of these two elastomer systems:

- elastic intermediate layer 1: at least 7 mm

- elastic intermediate plate 3: at least 10 mm

The elastic intermediate plate 3, which sits directly on the hard support 6 (concrete sleeper), has openings for the screws 7 of the multi-part rail fastening.

In the context of an alternative design variant, the elastic intermediate plate 3 can be used without using the elastic intermediate layer 1, even if the series connection is preferred.

With the series connection, it is also advantageous if the resulting spring stiffness is always smaller than the smallest individual spring stiffness.

Before the elastic intermediate plate 3 according to the invention is discussed in more detail, the advantageous design variants of the elastic intermediate layer 1 remain to be mentioned. These are: The intermediate layer 1 consists of a one-piece vulcanizate, in particular based on the same material as the intermediate plate 3. The rubber content is 45 to 75% by weight, in particular 55 to 65% by weight.

- The intermediate layer 1 has a substantially flat top, while its underside has a circumferential edge, which is usually provided with at least one drainage channel running in the transverse direction of the rail, the edge being a system of knobs and depressions, preferably with an essentially mirror-symmetrical overall structure, specifically related to the central planes running in the transverse direction of the rail and in the longitudinal direction of the rail. The depressions which form the non-active areas are essentially of the same depth everywhere, with a minimum depth of

3 mm. The active surfaces of the knobs and the surface of the peripheral edge are also designed so that they form an essentially flat contact surface in the unloaded state.

- With the intermediate layer 1, the total area of all knobs is ≥ the total area of the non-active areas of all depressions.

According to FIG. 2, the elastic intermediate plate 3 has three zones A and B, the central zone B having a different structure with respect to the system of knobs and depressions than the two structurally identical side zones A, but with an essentially mirror-symmetrical overall structure, namely in relation to the central planes X and Y running in the transverse direction of the rail and in the longitudinal direction of the rail.

The circumferential edge 9 is equipped with a total of four drainage channels 18 running in the transverse direction of the rails, which ensure that any water that may have penetrated can drain off.

The edge 9 also includes a system of knobs and depressions. There are four knobs 10 within the central region of the central zone B, which are arranged separately from one another. In addition, the central zone B also has two web-shaped knobs 11 which run in the region of the rails running in the longitudinal direction Center plane Y are arranged and are each connected to the peripheral edge 9.

The two side zones A each have a large base knob 12 which is arranged in the region of the central plane X running in the transverse direction of the rail and is connected to the circumferential edge 9, each base knob being provided with an opening 16 for the screws of the rail fastening. Furthermore, each base knob is provided with two drainage channels 17 running in the longitudinal direction of the rail, to be precise with the formation of a two-part base knob 12a and 12b. A further knob 13 is arranged between the base knob and the peripheral edge, which knob is not connected to the edge and has its largest dimension in the transverse direction of the rail.

Fig. 3 now shows a modified elastic intermediate plate 3 '. Thereafter, the active areas of the four central knobs 10 'as well as the two web-shaped knobs 11' within the central zone B are made significantly smaller than in the context of the exemplary embodiment according to FIG. 2. At the same time, the non-active area of the depression 14 'has increased significantly.

As far as the cone constellation within the two structurally identical side zones A is concerned, this is distinguished on the one hand by the fact that the base cone 12 'provided with an opening 16' is provided here with a total of five drainage channels 17 ', namely to form a five-part base cone 12' a, 12'b and 12'c. On the other hand, between the base knob and the peripheral edge 9 'there are two knobs 13' which are arranged separately from one another. A third knob 13 '(dashed lines) may be present. The knobs 13 'within the side zone A each have an approximately equal active area, which in turn is approximately the same size as the active area of each knob 10' in the central zone B.

The elastic intermediate plates 3, 3 'according to FIGS. 2 and 3 are characterized by the following design features:

- The non-active surfaces of the depressions 14, 15 and 14 ', 15' within the three zones A, B also form the bottom, which is the closed boundary to Top of the elastic intermediate plate, wherein the non-active areas within the central zone B are lower than that of the two side zones A. Relevant structural details are explained in more detail in connection with FIG. 4.

The active areas of the knobs 10, 11 or 10 ', 11' within the central zone B have a smaller total area than that of the knobs 12, 13 or 12 ', 13' within each side zone A. The peripheral edge 9, 9 'is not taken into account in this area analysis.

- The two side zones A each take up a larger area than the central zone B, with the peripheral edge 9, 9 'being included in the area analysis.

- The total area of the active areas of all knobs 10, 11, 12, 13 or 10 ', 11', 12 ', 13' within the three zones A, B is ≤ the total area of the non-active areas of all depressions 14, 15 and 14 respectively ', 15' within the three zones A, B.

- The central zone B has a width, in relation to the transverse direction of the rail, which is smaller than the width of the rail foot.

- The active areas of the knobs 10, 11, 12, 13 or 10 ', 11', 12 ', 13' and the

Surface of the peripheral edge 9, 9 'are designed so that they form a substantially flat bearing surface in the unloaded state.

FIG. 4 now shows some design parameters using the elastic intermediate plate 3 according to FIG. 2. These are:

- The total thickness u, based on the total height of the active surfaces of the knobs 10 and 12b, is at least 10 mm, but in particular 10 to 12 mm. - The minimum depth v of the non-active surface of the recess 15 within the side zone A is 3 mm, in particular 4 mm, with a substantially constant depth v.

- The minimum depth v 'of the non-active surface of the recess 14 within the central zone B is at least 1 mm, in particular at least 2 mm, greater than that within the side zone A, even here at a substantially constant depth v'.

- The minimum thickness w of the base 19 between the non-active surface of the depression 14 within the central zone B and the upper side 20 is 2 mm, in particular 3 mm.

Fig. 5 now records measurement results (average of three measurements) of the elastic intermediate plate 3 'according to Fig. 3, without the third knob 13' (dashed lines), the force [kN] on the ordinate and the on the abscissa Path [mm] is plotted. The static secant stiffness is now measured from the curve in the range of 15 kN (lower limit) and 50 kN (upper limit) and is 20.3 kN / mm.

The elastic intermediate plate on which these measurements were based consisted of an NR / SBR blend with a rubber content of 55 to 65% by weight. With a plate dimension of 160 mm x 290 mm, the width of the peripheral edge was 10 mm. With regard to the design parameters u, v, v 'and w, the following values applied: u = 10 mm v = 6 mm v' = 8 mm w = 2 mm

As the measurement results make clear, the static secant stiffness required at the outset is achieved. Another experiment has also shown that the elastic intermediate plate according to the invention also fulfills the requirement profile mentioned at the outset with regard to the dynamic stiffening factor.

Claims

claims

1. Rail arrangement for a track superstructure such as a solid track, comprising an elastic intermediate plate (3, 3 '), which is located between the rail foot and a hard support (6) and mostly with two openings (16, 16') for the screws (7 ) of the rail fastening is provided, the elastic intermediate plate (3, 3 ')

- consists of a one-piece vulcanizate, made from a rubber mixture, especially based on natural rubber (NR), epoxidized natural rubber (ENR), isoprene rubber (IR), butadiene rubber (BR), acrylate rubber (ACM), styrene-butadiene rubber (SBR) or blends of these types of rubber, in particular NR / SBR or NR / BR blends, as well as customary mixture ingredients, such as fillers, plasticizers, anti-aging agents and optionally other additives;

- Has a substantially flat top (20), while its underside has a circumferential edge (9, 9 '), which is usually provided with at least one drainage channel (18, 18') running in the transverse direction of the rail, the edge being a system of knobs (10, 11, 12, 13; 10 ', 1 1', 12 ', 13') and depressions (14, 15; 14 ', 15') with a preferably essentially mirror-symmetrical overall structure, in relation to those in the transverse direction of the rail and includes central planes (X, Y) running in the longitudinal direction of the rail, the underside mostly being seated directly on the hard support (6); such as

- Has three zones (A, B), which extend substantially parallel to the longitudinal direction of the rail, the central zone (B) having a different structure with respect to the system of knobs and depressions than the two structurally identical side zones (A), in this way that the central zone (B) has a greater rubber-elastic deformability than the two side zones (A); characterized in that

- The depressions (14, 15; 14 ', 15') within the three zones (A, B) are designed as non-active surfaces, which also form the bottom (19), which is the closed boundary to the top (20) of the elastic intermediate represents plate, wherein the non-active areas within the central zone (B) are lower than that of the two side zones (A);

- The active areas of the knobs (10, 11; 10 ', 11') within the central zone (B) have a smaller total area than that of the knobs (12, 13; 12 ', 13') within each side zone (A); and that

- The two side zones (A) each take up a larger area than the central zone (B).

2. Rail arrangement according to claim 1, characterized in that in the elastic intermediate plate (3, 3 '), the non-active surfaces within a zone (A, B) have a substantially constant depth (v, v').

3. Rail arrangement according to claim 1 or 2, characterized in that in the elastic intermediate plate (3, 3 ') the minimum depth (v) of the non-active surfaces (recesses 15, 15') within the two side zones (A) 3 mm, in particular 4th mm.

4. Rail arrangement according to one of claims 1 to 3, characterized in that in the elastic intermediate plate (3, 3 ') the minimum depth (v') of the non-active surfaces (recesses 14, 14 ') within the central zone (B) at least 1 mm , in particular at least 2 mm, is larger than that within the two side zones (A).

5. Rail arrangement according to one of claims 1 to 4, characterized in that the elastic intermediate plate (3, 3 ') a total thickness (u), based on the total height of the active surfaces of the knobs (10, 1 1, 12, 13; 10th ', 1 1', 12 ', 13'), of at least 10 mm, preferably has a total thickness (u) of 10 to 12 mm.

6. Rail arrangement according to one of claims 1 to 5, characterized in that the minimum thickness (w) of the bottom (19) between the non-active surfaces (recesses 14, 14 ') within the central zone (B) and the top (20) of the elastic Intermediate plate (3, 3 ') is 2 mm, in particular 3 mm.

7. Rail arrangement according to one of claims 1 to 6, characterized in that in the elastic intermediate plate (3, 3 ') the active surfaces of the knobs

(10, 11, 12, 13; 10 ', 11', 12 ', 13') and the surface of the circumferential edge (9, 9 ') are designed so that they form a substantially flat contact surface in the unloaded state.

8. Rail arrangement according to one of claims 1 to 7, characterized in that in the elastic intermediate plate (3, 3 ') the total area of the active surfaces of all knobs (10, 11, 12, 13; 10', 11 ', 12', 13 ') within the three zones (A, B) ≤ the total area of the non-active areas of all depressions (14, 15; 14', 15 ') within the three zones (A, B).

9. Rail arrangement according to one of claims 1 to 8, characterized in that the central zone (B) of the elastic intermediate plate (3, 3 ') has at least one knob, which is arranged within the central region and not with the edge (9, 9th ') connected is.

10. Rail arrangement according to claim 9, characterized in that the central zone (B) has four knobs (10, 10 ') which are arranged separately from one another.

11. Rail arrangement according to one of claims 1 to 10, characterized in that the central zone (B) of the elastic intermediate layer (3, 3 ') has two web-shaped knobs (1 1, 11') which in the region of the central plane running in the longitudinal direction of the rail ( Y) and are each connected to the peripheral edge (9, 9 ').

12. Rail arrangement according to one of claims 1 to 1 1, characterized in that the two side zones (A) of the elastic intermediate plate (3, 3 ') each have a large base knob (12, 12') in the region of the rail in the transverse direction running center plane (X) and is preferably connected to the peripheral edge (9, 9 '), each base knob is usually provided with an opening (16, 16') for the screws (7) of the rail fastening.

13. A rail arrangement according to claim 12, characterized in that the base knob (12, 12 ') is provided with at least one drainage channel (17, 17') running in the longitudinal and / or transverse direction of the rail, to form a multi-part base knob (12a, 12b ; 12'a, 12'b, 12'c).

14. Rail arrangement according to claim 12 or 13, characterized in that between the bear knob (12, 12 ') and the peripheral edge (9, 9') in each case at least one further knob (13, 13 ') is arranged, preferably not with the edge (9, 9 ') is connected.

15. Rail arrangement according to claim 14, characterized in that between the base knob (12) and the peripheral edge (9) in each case only a single knob (13) is present, which preferably has its greatest dimension in the transverse direction of the rail.

16. Rail arrangement according to claim 14, characterized in that between the base knob (12 ') and the peripheral edge (9') two to three knobs (13 ') are present, which are arranged separately from each other.

17. Rail arrangement according to claim 16, characterized in that between the base knob (12 ') and the circumferential edge (9') arranged knobs (13 ') each have an approximately equal active area, which in turn is preferably approximately the same size as the active area of each knob (10 '), which is present in the central region of the central zone (B).

18. Rail arrangement according to one of claims 1 to 17, characterized in that the central zone (B) of the elastic intermediate plate (3, 3 ') has a width, based on the transverse direction of the rail, which is smaller than the width of the rail foot.

19. Rail arrangement according to one of claims 1 to 18, characterized in that the rubber portion of the elastic intermediate plate (3, 3 ') is 45 to 75 wt .-%, in particular 55 to 65 wt .-%.

20. Rail arrangement according to one of claims 1 to 19, characterized in that the elastic intermediate plate (3, 3 ') is arranged without the use of a further elastic intermediate layer between the rail foot and the hard support (6).

21. Rail arrangement according to one of claims 1 to 19, characterized in that in the context of a series connection, the elastic intermediate plate (3, 3 ') is combined with an elastic intermediate layer (1), in such a way that the additional intermediate layer directly above the intermediate plate comes to rest below the rail foot, the intermediate layer (1) being separated from the intermediate plate (3, 3 ') by a base plate (2) made of metal, which serves to fasten the rail.

22. Rail arrangement according to claim 21, characterized in that the additional elastic intermediate layer (1) consists of a one-piece vulcanizate, preferably on the basis of the same material as in the elastic intermediate plate (3, 3 ').

23. Rail arrangement according to claim 21 or 22, characterized in that the additional elastic intermediate layer (1) has a substantially flat top, while its underside has a circumferential edge, which is usually provided with at least one drainage channel running in the transverse direction of the rail, the edge a system of knobs and depressions with a preferably essentially mirror-symmetrical overall structure, namely with respect to the central planes running in the transverse direction of the rail and in the longitudinal direction of the rail, wherein the depressions which form the non-active surfaces have essentially the same depth everywhere, furthermore the active surfaces of the knobs and the surface of the peripheral edge are designed such that they form an essentially flat support surface in the unloaded state.

24. Rail arrangement according to claim 23, characterized in that the additional elastic intermediate layer (1) with a total thickness of at least 7 mm, but which is mostly smaller than the total thickness (u) of the elastic intermediate plate, has a minimum depth of the non-active areas of 3 mm .

25. Rail arrangement according to claim 23 or 24, characterized in that in the elastic intermediate layer (1) the total area of the active areas of all knobs is ≥ the total area of the non-active areas of all depressions.

26. Rail arrangement according to one of claims 21 to 25, characterized in that the elastic intermediate plate (3, 3 ') compared to the elastic intermediate layer (1) has approximately twice the area requirement.

27. Rail arrangement according to one of claims 21 to 26, characterized in that the resulting spring stiffness is always smaller than the smallest individual spring stiffness.