EP1068396B1 - Support device for railway track rails - Google Patents
Support device for railway track rails Download PDFInfo
- Publication number
- EP1068396B1 EP1068396B1 EP99944178A EP99944178A EP1068396B1 EP 1068396 B1 EP1068396 B1 EP 1068396B1 EP 99944178 A EP99944178 A EP 99944178A EP 99944178 A EP99944178 A EP 99944178A EP 1068396 B1 EP1068396 B1 EP 1068396B1
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- European Patent Office
- Prior art keywords
- spring
- stiffness
- rail
- plate
- prestressing
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- 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 present invention is in the field of mounting rail tracks. She relates more particularly to a device for fixing the rails in direct laying on a slab or on sleepers.
- Conventional rail fastening devices include at least one sole made of material elastic which gives elasticity to the wheel / rail assembly so that a some isolation from the environment from vibrations produced by stresses dynamics applied to the rails during the passage of vehicles.
- the first bending resonance frequency of the wheel / rail assembly is conditioned by the dynamic stiffness of the soles.
- This resonant frequency is inversely proportional to the anti-vibration performance of the rail fastening system: a low resonant frequency provides better vibration isolation than high resonant frequency.
- the first frequency is reduced resonance of the wheel / rail assembly, which gives good anti-vibration filtration.
- the best filtration is therefore obtained with the lowest dynamic stiffness for the soles.
- Publication WO 97/42376 describes a device for fixing a rail to a saddle metallic with interposition of an anti-vibration sole, the saddle itself being placed on a second anti-vibration sole and being fixed on a support by by means of adjustable fastening means consisting of clamping devices elastic acting directly on the saddle to fix the saddle and the second sole anti-vibration on the support so as to apply to the second anti-vibration sole a predetermined compression force so that it is in a prestressed state.
- This fixing device makes it possible to limit the static deformation of the rail to a value acceptable.
- the object of the present invention is to produce devices for fixing rails in laying direct not only on raft but also on steel or cross on a raft in concrete or in the ballast, which have close anti-vibration insulation performance of those obtained with a floating slab and which at the same time ensure a good stability for rails.
- the rail support device comprises a metal saddle resting on an anti-vibration sole and adjustable fixing means acting directly on the saddle to fix the saddle and the anti-vibration sole on a support structure, the adjustable fixing means comprising at least two elastic devices, each of them comprising a threaded rod and a set of adjustable preload acting vertically.
- the prestressing assembly includes a first spring having a first rigidity, a second spring disposed around the first spring and having a second stiffness higher than that of the first spring, the second spring being longer than the first spring, retaining means for retain the first and second springs so that each of them acts regardless of the other.
- the spring retaining means include a support washer supporting a first end of the first spring, a cap covering the first spring, said cap cooperating with the second end of the first spring and being arranged to further cooperate with a first end of the second spring, and a retaining washer cooperating with the second end of the second spring.
- the adjustable fixing means fix the saddle to the baseplate and pull towards each other.
- the pretension applied to the anti-vibration sole by the arrangement of the two springs maintains the operating point of the anti-vibration sole in the behavior zone quasi-linear of its deflection curve.
- the prestressing force becomes very low during of the wheel arch and the static deflections of the rail are limited while the desired anti-vibration isolation is ensured.
- the device according to the invention ensures thus, for fixing the rail, a high apparent static stiffness combined with a low dynamic stiffness.
- Another application of the device according to the invention is the installation of two curved rails, the invention making it possible to reduce squeal noise.
- a rail support device comprising a plate base 11 fixed in a concrete slab or a crosspiece (not shown) by bolts 12, possibly with an insert having a thickness chosen to allow the Upgrade.
- the interlayer 13 is used to level the head of the fixing nuts 12 and the reliefs of the base plate 11.
- the interlayer 15 serves to cover the openings in the interlayer 13.
- On the interlayer 15 is disposed an anti-vibration sole 17 having dimensions chosen according to the natural frequency of the track and on the anti-vibration sole 17 a saddle 19 is placed intended for fixing the rail.
- the reference sign 14 designates a lateral stop for saddle 19 and the reference sign 16 designates an adjustment element lateral.
- the saddle 19 is fixed to the base plate 11 via bolts, for example hammer head bolts such as bolt 18, and devices prestressing 20 whose function is to put the anti-vibration sole 17 in a state of prestressing.
- bolts for example hammer head bolts such as bolt 18, and devices prestressing 20 whose function is to put the anti-vibration sole 17 in a state of prestressing.
- the aforementioned saddle 19 is fixed in the raft, a cross member or any support structure.
- the prestressing device 20 is shown on a larger scale in FIG. 2.
- this device 20 comprises an integrated set of two springs 21 and 23: the spring 21 is chosen with a lower rigidity than that of the spring 23 which is arranged around the first.
- the spring 21 has for example a rigidity of 1800 N / cm while the spring 23 has for example a rigidity of 50 to 150 kN / cm.
- Spring 21 is wrapped of a sheet metal cap 25 to facilitate the adjustment of the preload and the return of the spring of greater rigidity 23.
- the assembly is retained between two shoulder washers 27 and 29.
- the spring 23 is completely free from prestressing when a wheel passes over the rail. At this time, the spring 23 therefore does not contribute to the dynamic stiffness of the wheel / rail / fixing system assembly.
- the prestressing device is adjusted taking into account firstly performance in anti-vibration isolation (resonant frequency wheel / rail) requested. These performances generally impose a dynamic stiffness low. From this dynamic stiffness we deduce the requested static stiffness, which is a function of the material of which the anti-vibration sole is made. With this stiffness static, we generally obtain static displacements of the important rail, which are not not tolerated.
- the prestressing device is then adjusted so that it applies to the anti-vibration sole preload such as the difference between the displacement of the rail before prestressing and the displacement of the rail after prestressing remains less than rail movement tolerated (generally 3 mm).
- the sole is chosen from way that it works in the quasi-linear area of its deflection curve with the prestress and the additional load applied to it when passing a wheel.
- a dynamic stiffness of the anti-vibration sole in the fastening system of approximately 10 kN / mm (determined by the finite element method). Then using for the anti-vibration sole a product having a static stiffness equal to the dynamic stiffness, with the axle load considered (180 kN), a rail deflection of 4.5 mm is obtained (FIG. 3).
- a quasi-isotropic microcellular product such than polyurethane with a mixed structure.
- the prestressing device 20 is adjusted so as to apply to the anti-vibration soleplate a pre-grass in the order of 30 kN with two springs 23 of 15 kN / mm tablets both of 1 mm, the deflection of the rail when passing a wheel is of the order of 1.5 mm, which is perfectly acceptable. During the passage of the wheel, the two springs 23 no longer exert a prestressing force. Only the springs of recall 21 then exerts a weak prestressing effort and the system remains thus dynamically very flexible.
- FIG. 4 shows a typical loading curve of an anti-vibration sole suitable for an axle load of around 100 to 120 kN, for example.
- the prestress applied by the device 20 is then chosen to be equal to this minimum load.
- the load can vary between 20 and 30 kN.
- the prestress chosen (20 kN per example) sets the minimum operating point of the system, for which a rail deflection of ⁇ 4.5 mm. This prestressing is carried out for example with two springs 23 of 10 kN / mm which are both compressed of 1 mm.
- the two prestressing springs 23 in the prestressing device 20 according to the invention are completely released during the passage of the wheel.
- the invention allows thus achieving optimal operating conditions on anti-vibration supports, that is to say a very low dynamic rigidity while limiting the deflection of the rail to the value tolerated, for example ⁇ 3 mm (instead of ⁇ 8 mm).
- Tests were carried out on a section of rail approximately 6 m long with seven points of fixing fitted with a prestressing device according to the invention in order to check the static and dynamic behavior of the whole.
- the supports used are of the type SYL.S65.XS / 300.180.50.
- the curve of FIG. 5 shows that the static rigidity of the sample below a load of 15.0 kN is on average 3600 N / mm and the deflection under a load of 25 kN is approximately 8 mm.
- the curve of FIG. 6 watch that the dynamic rigidity is of the order of 5600 N / m. Maximum compression force measured is around 25 kN.
- the prestressing has been set at 15 kN.
- FIG. 3 shows in in fact that, for a rise to 25 kN, the deflection is of the order of 3 mm.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Railway Tracks (AREA)
- Vibration Prevention Devices (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
Abstract
Description
La présente invention s'inscrit dans le domaine du montage de rails de voie ferrée. Elle concerne plus particulièrement un dispositif pour fixer les rails en pose directe sur un radier ou sur traverses.The present invention is in the field of mounting rail tracks. She relates more particularly to a device for fixing the rails in direct laying on a slab or on sleepers.
Les dispositifs de fixation de rail classiques comportent au moins une semelle en matériau élastique qui donne une élasticité à l'ensemble roue/rail de manière que soit obtenue une certaine isolation de l'environnement à l'égard des vibrations produites par les efforts dynamiques appliqués sur les rails lors du passage des véhicules.Conventional rail fastening devices include at least one sole made of material elastic which gives elasticity to the wheel / rail assembly so that a some isolation from the environment from vibrations produced by stresses dynamics applied to the rails during the passage of vehicles.
Directement en dessous du rail se trouve presque toujours disposé un dispositif élastique constitué d'une semelle relativement rigide. Une deuxième semelle plus souple se trouve souvent disposée en dessous d'une semelle métallique ou d'une traverse. Cette deuxième semelle assure l'isolation anti-vibratoire.Almost always directly below the rail is an elastic device consisting of a relatively rigid sole. A second, more flexible sole is found often arranged below a metal sole or crosspiece. This second sole provides anti-vibration insulation.
La première fréquence de résonance en flexion de l'ensemble roue/rail est conditionnée par la raideur dynamique des semelles. Cette fréquence de résonance est inversement proportionnelle à la performance anti-vibratoire du système de fixation du rail: une fréquence de résonance basse donne une meilleure isolation anti-vibratoire qu'une fréquence de résonance élevée.The first bending resonance frequency of the wheel / rail assembly is conditioned by the dynamic stiffness of the soles. This resonant frequency is inversely proportional to the anti-vibration performance of the rail fastening system: a low resonant frequency provides better vibration isolation than high resonant frequency.
Avec des semelles qui ont une raideur dynamique faible, on réduit la première fréquence de résonance de l'ensemble roue/rail , ce qui donne lieu à une bonne filtration anti-vibratoire. La meilleure filtation est donc obtenue avec la plus faible raideur dynamique pour les semelles.With soles which have a low dynamic stiffness, the first frequency is reduced resonance of the wheel / rail assembly, which gives good anti-vibration filtration. The best filtration is therefore obtained with the lowest dynamic stiffness for the soles.
Il y a cependant une limite physique inférieure à cette raideur dynamique des semelles utilisées dans les systèmes de fixation de rail actuels. La raideur dynamique est en relation directe avec la raideur statique des semelles. La raideur statique des semellles ne peut pas être trop faible car elle influence directement la déflexion du rail lors du passage d'un véhicule sur les rails. Cette déflexion des rails est en général limitée à 3 mm environ. Cette limite de déflexion statique du rail impose une raideur statique minimum, et ainsi une raideur dynamique minimum de la semelle anti-vibratoire. Ce phénomène limite les performances d'isolation anti-vibratoire des systèmes de fixation de rail classiques. Pour la plupart des dispositifs de fixation connus, la fréquence de résonance se situe entre 35 et 60 Hz.There is however a physical limit lower than this dynamic stiffness of the soles used in current rail fastening systems. Dynamic stiffness is related direct with the static stiffness of the soles. The static stiffness of the soles cannot not be too weak because it directly influences the deflection of the rail when passing a vehicle on rails. This deflection of the rails is generally limited to approximately 3 mm. This limit of static deflection of the rail imposes a minimum static stiffness, and thus a minimum dynamic stiffness of the anti-vibration sole. This phenomenon limits anti-vibration isolation performance of conventional rail fastening systems. For most known fastening devices, the resonant frequency is between 35 and 60 Hz.
La publication WO 97/42376 décrit un dispositif de fixation d'un rail sur une selle métallique avec interposition d'une semelle anti-vibratoire, la selle elle-même étant placée sur une seconde semelle anti-vibratoire et étant fixée sur un support par l'intermédiaire de moyens de fixation réglables constitués de dispositifs de serrage élastiques agissant directement sur la selle afin de fixer la selle et la seconde semelle anti-vibratoire sur le support de manière à appliquer à la seconde semelle anti-vibratoire un effort de compression prédéterminé pour qu'elle se trouve en état de précontrainte. Ce dispositif de fixation permet de limiter la déformation statique du rail à une valeur acceptable.Publication WO 97/42376 describes a device for fixing a rail to a saddle metallic with interposition of an anti-vibration sole, the saddle itself being placed on a second anti-vibration sole and being fixed on a support by by means of adjustable fastening means consisting of clamping devices elastic acting directly on the saddle to fix the saddle and the second sole anti-vibration on the support so as to apply to the second anti-vibration sole a predetermined compression force so that it is in a prestressed state. This fixing device makes it possible to limit the static deformation of the rail to a value acceptable.
La présente invention a pour but de réaliser des dispositifs de fixation de rails en pose directe non seulement sur radier mais également sur acier ou traverse sur un radier en béton ou dans le ballast, qui ont des performances d'isolation anti-vibratoires proches de celles qui sont obtenues avec une dalle flottante et qui assurent en même temps une bonne stabilité pour les rails.The object of the present invention is to produce devices for fixing rails in laying direct not only on raft but also on steel or cross on a raft in concrete or in the ballast, which have close anti-vibration insulation performance of those obtained with a floating slab and which at the same time ensure a good stability for rails.
Le dispositif de support de rail suivant l'invention comprend une selle métallique reposant sur une semelle anti-vibratoire et des moyens de fixation réglables agissant directement sur la selle pour fixer la selle et la semelle anti-vibratoire sur une structure de support, les moyens de fixation réglables comprenant au moins deux dispositifs élastiques, chacun d'eux comprenant une tige filetée et un ensemble de précontrainte réglable agissant verticalement. L'ensemble de précontrainte comprend un premier ressort ayant une première rigidité, un deuxième ressort disposé autour du premier ressort et ayant une deuxième rigidité plus élevée que celle du premier ressort, le deuxième ressort étant plus long que le premier ressort, des moyens de retenue pour retenir les premier et deuxième ressorts de manière que chacun d'eux agisse indépendamment de l'autre. The rail support device according to the invention comprises a metal saddle resting on an anti-vibration sole and adjustable fixing means acting directly on the saddle to fix the saddle and the anti-vibration sole on a support structure, the adjustable fixing means comprising at least two elastic devices, each of them comprising a threaded rod and a set of adjustable preload acting vertically. The prestressing assembly includes a first spring having a first rigidity, a second spring disposed around the first spring and having a second stiffness higher than that of the first spring, the second spring being longer than the first spring, retaining means for retain the first and second springs so that each of them acts regardless of the other.
Suivant un mode de réalisation particulier, les moyens de retenue des ressorts comprennent une rondelle de support supportant une première extrémité du premier ressort, une coiffe couvrant le premier ressort, ladite coiffe coopérant avec la seconde extrémité du premier ressort et étant agencé pour coopérer en outre avec une première extrémité du deuxième ressort, et une rondelle de retenue coopérant avec la seconde extrémité du deuxième ressort.According to a particular embodiment, the spring retaining means include a support washer supporting a first end of the first spring, a cap covering the first spring, said cap cooperating with the second end of the first spring and being arranged to further cooperate with a first end of the second spring, and a retaining washer cooperating with the second end of the second spring.
Dans le cas où la semelle anti-vibratoire repose sur une plaque de base, avec éventuellement interposition d'un intercalaire, les moyens de fixation réglables fixent la selle à la plaque de base et tirent l'une vers l'autre.In the case where the anti-vibration sole rests on a base plate, with possibly interposition of a spacer, the adjustable fixing means fix the saddle to the baseplate and pull towards each other.
Lorsqu'une roue passe sur le rail au-dessus d'un dispositif de fixation, la précontrainte appliquée à la semelle anti-vibratoire par l'agencement des deux ressorts maintient le point de fonctionnement de la semelle anti-vibratoire dans la zone de comportement quasi-linéaire de sa courbe de déflexion. L'effort de précontrainte devient très faible lors du passage de la roue et les déflexions statiques du rail se trouvent limitées tandis que l'isolation anti-vibratoire voulue est assurée. Le dispositif suivant l'invention assure ainsi, pour la fixation du rail, une raideur statique apparente élevée combinée à une raideur dynamique faible. Une autre application du dispositif suivant l'invention est la pose de deux rails en courbe, l'invention permettant de réduire le bruit de crissement. When a wheel passes over the rail over a fastening device, the pretension applied to the anti-vibration sole by the arrangement of the two springs maintains the operating point of the anti-vibration sole in the behavior zone quasi-linear of its deflection curve. The prestressing force becomes very low during of the wheel arch and the static deflections of the rail are limited while the desired anti-vibration isolation is ensured. The device according to the invention ensures thus, for fixing the rail, a high apparent static stiffness combined with a low dynamic stiffness. Another application of the device according to the invention is the installation of two curved rails, the invention making it possible to reduce squeal noise.
Se reportant à la FIG. 1, on voit un dispositif de support de rail comprenant une plaque de
base 11 fixée dans un radier en béton ou une traverse (non représentée) par des boulons
12, avec éventuellement un intercalaire ayant une épaisseur choisie pour permettre la
mise à niveau. L'intercalaire 13 sert à niveler la tête des écrous de fixation 12 et les reliefs
de la plaque de base 11. L'intercalaire 15 sert à recouvrir les percements dans l'intercalaire
13. Sur l'intercalaire 15 est disposée une semelle anti-vibratoire 17 ayant des dimensions
choisies en fonction de la fréquence propre de la voie et sur la semelle anti-vibratoire 17
est posée une selle 19 destinée à la fixation du rail. Le signe de référence 14 désigne une
butée latérale pour la selle 19 et le signe de référence 16 désigne un élément de réglage
latéral.Referring to FIG. 1, we see a rail support device comprising a
Conformément à l'invention, la selle 19 est fixée à la plaque de base 11 par l'intermédiaire
de boulons, par exemple des boulons à tête marteau tels que le boulon 18, et de dispositifs
de précontrainte 20 dont la fonction est de mettre la semelle anti-vibratoire 17 en état de
précontrainte. Lorqu'il n'est pas prévu de plaque de base 11, la selle 19 précitée est fixée dans
le radier, une traverse ou une structure de support quelconque.According to the invention, the
Le dispositif de précontrainte 20 est représenté à plus grande échelle à la FIG. 2. Suivant
l'invention, ce dispositif 20 comprend un ensemble intégré de deux ressorts 21 et 23:
le ressort 21 est choisi avec une rigidité plus faible que celle du ressort 23 qui est disposé
autour du premier. Le ressort 21 a par exemple une rigidité de 1800 N/cm tandis que le
ressort 23 a par exemple une rigidité de 50 à 150 kN/cm. Le ressort 21 est enveloppé
d'une d'une coiffe 25 en tôle pour faciliter le réglage de la précontrainte et le rappel du
ressort de plus grande rigidité 23. L'ensemble est retenu entre deux rondelles épaulées 27
et 29. Le ressort 23 est complètement libre de précontrainte lors du passage d'une roue sur
le rail. A ce moment, le ressort 23 ne contribue donc pas à la raideur dynamique de
l'ensemble roue / rail / système de fixation.The
Il est à noter qu'il existe déjà des systèmes de fixation de rail à deux étages élastiques avec ressorts, mais ces systèmes connus ont pour seul but de tenir mécaniquement la selle ou la traverse en place et de permettre la déflexion de la selle. De plus, dans ces systèmes connus, la précontrainte appliquée sur les ressorts n'est que de quelques milliers de Newtons (N). Dans le dispositif suivant l'invention, par contre, une contrainte importante ( de l'ordre de 10 kN ) se trouve appliquée à la semelle anti-vibratoire.It should be noted that there are already rail fastening systems with two elastic stages with springs, but these known systems have the sole purpose of mechanically holding the saddle or crosses it in place and allow deflection of the saddle. Furthermore, in these known systems, the pretension applied to the springs is only a few thousands of Newtons (N). In the device according to the invention, on the other hand, a constraint significant (of the order of 10 kN) is applied to the anti-vibration sole.
Les semelles anti-vibratoires ont une courbe de déflexion statique telle que montré à la
FIG. 3. Sur cette courbe on distingue trois zones:
En service, la charge réelle appliquée sur un appui du rail lors du passage d'une roue de véhicule sur le rail est quasiment statique et rapide. Afin d'éviter que le point de fonctionnement de la semelle anti-vibratoire ne passe chaque fois dans la zone non-linéaire de mise en charge de sa courbe de déflexion, il est important que la semelle anti-vibratoire travaille de manière continue dans la zone non-linéaire de la courbe. C'est pourquoi, lors de la fixation d'un rail, le dispositif de précontrainte suivant l'invention est réglé de manière à appliquer à la semelle anti-vibratoire une précontrainte importante telle que la semelle travaille toujours dans la zone de comportement linéaire (B).In service, the actual load applied to a rail support during the passage of a vehicle on the rail is almost static and fast. In order to avoid the point of operation of the anti-vibration soleplate does not always pass into the non-linear zone of loading its deflection curve, it is important that the anti-vibration soleplate works continuously in the non-linear area of the curve. It is why, when fixing a rail, the prestressing device according to the invention is adjusted so as to apply a significant prestress to the anti-vibration sole that the sole always works in the linear behavior zone (B).
Conformément à un aspect de l'invention, sur la base des données techniques de l'assise de la voie et du matériel roulant, le dispositif de précontrainte est réglé en tenant compte en premier lieu des performances en isolation anti-vibratoire ( fréquence de résonance roue/rail) demandées. Ces performances imposent en général une raideur dynamique faible. De cette raideur dynamique on déduit la raideur statique demandée, laquelle est fonction de la matière dont est constituée la semelle anti-vibratoire. Avec cette raideur statique, on obtient en général des déplacements statiques du rail mportants, qui ne sont pas tolérés. Le dispositif de précontrainte est alors réglé de manière qu'il applique à la semelle anti-vibratoire une précontrainte telle que la différence entre le déplacement du rail avant précontrainte et le déplacement du rail après précontrainte reste inférieur au déplacement du rail toléré (en général 3 mm). De préférence, la semelle est choisie de manière qu'elle travaille dans la zone quasi-linéaire de sa courbe de déflexion avec la précontrainte et la charge supplémentaire qui lui est appliquée lors du passage d'une roue.In accordance with one aspect of the invention, based on the technical data of the seat track and rolling stock, the prestressing device is adjusted taking into account firstly performance in anti-vibration isolation (resonant frequency wheel / rail) requested. These performances generally impose a dynamic stiffness low. From this dynamic stiffness we deduce the requested static stiffness, which is a function of the material of which the anti-vibration sole is made. With this stiffness static, we generally obtain static displacements of the important rail, which are not not tolerated. The prestressing device is then adjusted so that it applies to the anti-vibration sole preload such as the difference between the displacement of the rail before prestressing and the displacement of the rail after prestressing remains less than rail movement tolerated (generally 3 mm). Preferably, the sole is chosen from way that it works in the quasi-linear area of its deflection curve with the prestress and the additional load applied to it when passing a wheel.
Pour un système de fixation de rail type UIC 60, par exemple, sur béton avec travelage de
60 cm, une masse non suspendue du véhicule de 1000 kg, une charge à l'essieu de
180kN et une fréquence de résonance de l'ensemble roue/rail de 22 Hz (isolation similaire
à celle qui est réalisée par une dalle flottante ), il faut une raideur dynamique de la
semelle anti-vibratoire dans le système de fixation d'environ 10 kN/mm ( déterminée par
la méthode des éléments finis). En utilisant alors pour la semelle anti-vibratoire un produit
ayant une raideur statique égale à la raideur dynamique, avec la charge à l'essieu
considérée (180 kN), on obtient une déflexion du rail de 4,5 mm (FIG. 3). On peut par
exemple utiliser pour la semelle anti-vibratoire un produit microcellulaire quasi-isotrope tel
que le polyuréthane à structure mixte.For a
Si le dispositif de précontrainte 20 est réglé de manière à appliquer à la semelle anti-vibratoire
une précontrairite de l'ordre de 30 kN avec deux ressorts 23 de 15 kN/mm
comprimés tous les deux de 1 mm, la déflexion du rail au moment du passage d'une
roue est de l'ordre de 1,5 mm, ce qui est tout à fait acceptable. Lors du passage de la
roue, les deux ressorts 23 n'exercent plus d'effort de précontrainte. Seuls les ressorts de
rappel 21 exercent alors un effort de précontrainte faible et le système reste ainsi
dynamiquement très souple. If the
La FIG. 4 montre une courbe de mise en charge type d'une semelle anti-vibratoire
convenant pour une charge à l'essieu de 100 à 120 kN environ, par exemple. Tenant
compte de la charge statique par essieu sur appui anti-vibratoire, on obtient par exemple
une charge minimale de 20 kN sur la semelle anti-vibratoire. La précontrainte appliquée par
le dispositif 20 est alors choisie égale à cette charge minimale. Lors du passage d'une
rame, la charge peut varier entre 20 et 30 kN. La précontrainte choisie (20 kN par
exemple) fixe le point de fonctionnement minimum du système, pour lequel se produit une
déflexion du rail de ±4,5 mm. Cette précontrainte est réalisée par exemple avec deux
ressorts 23 de 10 kN/mm qui sont tous les deux comprimés de 1 mm.FIG. 4 shows a typical loading curve of an anti-vibration sole
suitable for an axle load of around 100 to 120 kN, for example. taking
account of the static load per axle on anti-vibration support, we obtain for example
a minimum load of 20 kN on the anti-vibration sole. The prestress applied by
the
Dans le cas où une rame applique une charge par essieu de 100 kN, l'impact moyen sur
chaque appui est de l'ordre de 25 kN et cela produit une déflexion supplémentaire du rail de
±1,3 mm. Pour une charge appliquée de 120 kN par essieu, l'impact moyen sur l'appui est
de l'ordre de 30 kN, ce qui produit une déflexion supplémentaire du rail de ±3,1 mm. Le
point de fonctionnement du système suivant l'invention se comporte ainsi dynamiquement
pour produire une déflexion de :
On notera que les deux ressorts de précontrainte 23 dans le dispositif de précontrainte 20
suivant l'invention se libèrent complètement lors du passage de la roue. L'invention permet
ainsi de réaliser des conditions de fonctionnement optimales sur appuis anti-vibratoires,
c'est-à-dire une rigidité dynamique très faible tout en limitant la déflexion du rail à la valeur
tolérée, par exemple ±3 mm (au lieu de ±8 mm).It will be noted that the two prestressing springs 23 in the
Des essais ont été réalisés sur un tronçon de rail d'environ 6 m de long avec sept points de fixation équipés d'un dispositif de précontrainte suivant l'invention afin de vérifier le comportement statique et dynamique de l'ensemble. Les appuis utilisés sont du type SYL.S65.XS/300.180.50. La courbe de la FIG. 5 montre que la rigidité statique de l'échantillon en-dessous d'une charge de 15.0 kN est en moyenne de 3600 N/mm et la déflexion sous une charge de 25 kN est d'environ 8 mm. La courbe de la FIG. 6 montre que la rigidité dynamique est de l'ordre de 5600 N/m. L'effort de compression maximum mesuré est de 25 kN environ. La précontrainte a été fixée à 15 kN.Tests were carried out on a section of rail approximately 6 m long with seven points of fixing fitted with a prestressing device according to the invention in order to check the static and dynamic behavior of the whole. The supports used are of the type SYL.S65.XS / 300.180.50. The curve of FIG. 5 shows that the static rigidity of the sample below a load of 15.0 kN is on average 3600 N / mm and the deflection under a load of 25 kN is approximately 8 mm. The curve of FIG. 6 watch that the dynamic rigidity is of the order of 5600 N / m. Maximum compression force measured is around 25 kN. The prestressing has been set at 15 kN.
Les FIG. 8 à 13 illustrent les résultats des essais effectués après montage du système. La
courbe de la FIG.8 illustre la mise en charge statique du système. On constate que la
rigidité statique est de l'ordre de :
La déflexion résiduelle à 25 kN est de l'ordre de 5 mm pour une charge lente. La déflexion statique est toujours plus importante qu'une montée en charge rapide: la FIG.3 montre en en effet que, pour une montée à 25 kN, la déflexion est de l'ordre de 3 mm.The residual deflection at 25 kN is around 5 mm for a slow load. Deflection static is always more important than a rapid increase in load: FIG. 3 shows in in fact that, for a rise to 25 kN, the deflection is of the order of 3 mm.
Le comportement dynamique de l'échantillon est illustré par les graphiques des FIGS. 10 à
13 pour des paliers de charge situés à 10, 15, 20 et 25 kN. Ces graphiques montrent la
rigidité dynamique est de l'ordre de :
Ces résultats confirment l'excellent comportement dynamique du dispositif de fixation suivant l'invention, tout en limitant la déflexion du rail à ±3 mm.These results confirm the excellent dynamic behavior of the fixing device. according to the invention, while limiting the deflection of the rail to ± 3 mm.
Claims (7)
- A supporting device for a rail of railway track, comprising an anti-vibration pad (17), a sole plate (19, 30) resting on said anti-vibration pad for supporting a rail, adjustable securing means directly acting on the sole plate to secure said sole plate (19) and the anti-vibration pad (17) onto a support structure, the adjustable securing means applying a prestressing force to the anti-vibration pad (17) and adjustable tightening means for adjusting the prestressing force, characterised in that the adjustable securing means include at least two resilient devices, each of them comprising a threaded bolt (18) and a vertically acting spring assembly (20),
said vertically acting spring assembly (20) including a first spring (21) having a first stiffness, a second spring (23) arranged around the first spring (21) and having a second stiffness higher than the stiffness of the first spring (21), and retaining means (27, 29) for retaining said first and second springs in such a way that each of said springs is able to act independently from the other one. - A device according to claim 1, characterised in that the spring retaining means comprise a supporting washer (27) arranged to support a first end of the first spring (21), a sleeve (25) enclosing the first spring (21), said sleeve (25) being arranged to cooperate with the second end of the first spring (21) and being further arranged to cooperate with a first end of the second spring (23), and an abutment washer (29) arranged to cooperate with the second end of the second spring (23), the abutment washer (29) further cooperating with the adjustable tightening means.
- A device according to either of the preceding claims, characterised by further comprising a base-plate (11) lying under the anti-vibration pad (17), possibly with a levelling insert therebetween, the base-plate (11) being provided for being fastened to a support structure, the adjustable fixing means (20) acting to urge the sleeper (19, 30) and the base plate (11) towards one another.
- A device according to claim 3, characterised in that the base-plate is fastened onto the support structure with said insert having a thickness adapted to levelling the rail.
- A device according to either of claims 3 and 4, characterised in that the base-plate (11) presents lateral upstanding projections and the device further comprises adjustment means (14, 16) cooperating with the lateral upstanding projections for blocking and adjusting the lateral position of the sole plate (19, 30) with respect to the base-plate (11).
- A prestressing device for securing a railway track supporting system , characterised by including a threaded bolt (18) and a vertically acting spring assembly (20), said vertically prestressing acting spring assembly (20) including a first spring (21) having a first stiffness, a second spring (23) arranged around the first spring and having a second stiffness higher than the stiffness of the first spring (21), and retaining means (27, 29) for retaining said first and second springs in such a way that each of said springs is able to act independently from the other one.
- A prestressing device according to claim 6, characterised in that the spring retaining means (21, 23) comprise a supporting washer (27) arranged to support a first end of the first spring (21), a sleeve (25) enclosing the first spring (21), said sleeve (25) being arranged to cooperate with the second end of the first spring (21) and being further arranged to cooperate with a first end of the second spring (23), and an abutment washer (29) arranged to cooperate with the second end of the second spring (23).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| BE9900083A BE1012466A5 (en) | 1999-02-05 | 1999-02-05 | Device support for rail road tracks. |
| BE9900083 | 1999-02-05 | ||
| PCT/BE1999/000120 WO2000046448A1 (en) | 1999-02-05 | 1999-09-17 | Support device for railway track rails |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1068396A1 EP1068396A1 (en) | 2001-01-17 |
| EP1068396B1 true EP1068396B1 (en) | 2004-11-17 |
Family
ID=3891744
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP99944178A Expired - Lifetime EP1068396B1 (en) | 1999-02-05 | 1999-09-17 | Support device for railway track rails |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US6325301B1 (en) |
| EP (1) | EP1068396B1 (en) |
| AT (1) | ATE282735T1 (en) |
| BE (1) | BE1012466A5 (en) |
| DE (1) | DE69921978T2 (en) |
| ES (1) | ES2230885T3 (en) |
| WO (1) | WO2000046448A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007147581A2 (en) | 2006-06-20 | 2007-12-27 | Edilon)(Sedra Gmbh | Continuous elastic rail bed |
| DE102006028740B4 (en) * | 2006-06-20 | 2015-02-26 | Sedra Gmbh | Continuous elastic rail mounting |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10052534A1 (en) * | 2000-10-23 | 2002-04-25 | Hilti Ag | Fastening element has stop against which acts preloaded spring element, and coupling section on stop and reciprocal coupling section on gripping element form connection |
| BE1015814A5 (en) * | 2003-12-10 | 2005-09-06 | Vanhonacker Patrick | Track railway system installation and traverse to such a system. |
| US20120043698A1 (en) * | 2010-08-18 | 2012-02-23 | Douglas Delmonico | Methods for construction of slab track railroads |
| US9151309B2 (en) * | 2010-09-02 | 2015-10-06 | Thomas & Betts International Llc | Expansion clamp |
| CN104251238A (en) * | 2013-06-28 | 2014-12-31 | 鸿富锦精密电子(天津)有限公司 | Fan module and shock absorption piece thereof |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2421502A (en) * | 1944-01-08 | 1947-06-03 | Vincel Paul Hayes | Concrete spring tie |
| DE3512987A1 (en) * | 1985-04-11 | 1986-10-16 | Phoenix Ag, 2100 Hamburg | ELASTIC RAIL BEARING |
| US4844338A (en) * | 1986-12-05 | 1989-07-04 | Lord Corporation | Rail fastener |
| US5314115A (en) * | 1992-05-27 | 1994-05-24 | Bombardier Inc. | Rail cross-tie for LIM transit system |
| FR2737511B1 (en) * | 1995-08-02 | 1997-10-24 | Regie Autonome Transports | DEVICE FOR LAYING A RAIL ON A CONCRETE SEAT |
| ATE194399T1 (en) * | 1995-10-20 | 2000-07-15 | Butzbacher Weichenbau Gmbh | SURFACE CONSTRUCTION |
| BE1010283A5 (en) * | 1996-05-03 | 1998-05-05 | Vanhonacker Patrick | Process for railway track fixing rails. |
| DE29619480U1 (en) * | 1996-11-11 | 1997-01-09 | Hilti Ag | Rail fastening |
-
1999
- 1999-02-05 BE BE9900083A patent/BE1012466A5/en not_active IP Right Cessation
- 1999-09-17 EP EP99944178A patent/EP1068396B1/en not_active Expired - Lifetime
- 1999-09-17 ES ES99944178T patent/ES2230885T3/en not_active Expired - Lifetime
- 1999-09-17 WO PCT/BE1999/000120 patent/WO2000046448A1/en active IP Right Grant
- 1999-09-17 DE DE69921978T patent/DE69921978T2/en not_active Expired - Fee Related
- 1999-09-17 AT AT99944178T patent/ATE282735T1/en not_active IP Right Cessation
-
2000
- 2000-08-31 US US09/652,239 patent/US6325301B1/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007147581A2 (en) | 2006-06-20 | 2007-12-27 | Edilon)(Sedra Gmbh | Continuous elastic rail bed |
| DE102006028740B4 (en) * | 2006-06-20 | 2015-02-26 | Sedra Gmbh | Continuous elastic rail mounting |
Also Published As
| Publication number | Publication date |
|---|---|
| DE69921978D1 (en) | 2004-12-23 |
| DE69921978T2 (en) | 2005-11-24 |
| BE1012466A5 (en) | 2000-11-07 |
| ES2230885T3 (en) | 2005-05-01 |
| WO2000046448A1 (en) | 2000-08-10 |
| ATE282735T1 (en) | 2004-12-15 |
| EP1068396A1 (en) | 2001-01-17 |
| US6325301B1 (en) | 2001-12-04 |
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