EP1118711A2 - Gleisschienenstützeinrichtung - Google Patents
Gleisschienenstützeinrichtung Download PDFInfo
- Publication number
- EP1118711A2 EP1118711A2 EP01870007A EP01870007A EP1118711A2 EP 1118711 A2 EP1118711 A2 EP 1118711A2 EP 01870007 A EP01870007 A EP 01870007A EP 01870007 A EP01870007 A EP 01870007A EP 1118711 A2 EP1118711 A2 EP 1118711A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- spring
- rail
- cooperating
- saddle
- support
- 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
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Images
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
- E01B9/38—Indirect fastening of rails by using tie-plates or chairs; Fastening of rails on the tie-plates or in the chairs
- E01B9/40—Tie-plates for flat-bottom rails
- E01B9/42—Tie-plates for flat-bottom rails of two or more parts
Definitions
- the present invention relates to rail mounting systems for railways. It relates more particularly to a device for fixing a rail in direct laying on a raft or on a transom.
- Conventional rail fasteners include at least one sole elastic material which gives elasticity to the wheel-rail assembly so that either obtained a certain isolation from the environment with regard to the vibrations produced by the dynamic forces 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 fastening system of the rail: a low resonance frequency gives better anti-vibration insulation than a high resonant frequency.
- 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 state of prestressing.
- This fixing device makes it possible to limit the static deformation of the rail at an acceptable value.
- 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 ensure at the same time good stability for the rails.
- the rail support device comprises a metal saddle resting on an anti-vibration sole and adjustable fastening means acting directly on the saddle to fix the saddle and the anti-vibration sole on a structure support, the adjustable fixing means comprising at least two devices elastic, each comprising a threaded rod and a prestressing assembly adjustable acting vertically.
- the prestressing assembly includes a first spring having a first rigidity, a second spring arranged 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 independently of the other, and an adjustable clamping means to adjust the effort of prestressing.
- 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 thrust washer cooperating with the second end of the second spring, the thrust washer cooperating with adjustable clamping means.
- the preload 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 the passage of the wheel and the static deflections of the rail are limited while that the desired anti-vibration isolation is ensured.
- the device according to the invention thus, for fixing the rail, a high apparent static stiffness combined with 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 the noise of screeching.
- the rail support device according to the invention can be produced with or without a plate metallic base.
- the fixing means adjustable fix the saddle to the base plate and pull them towards each other.
- the saddle is fixed directly in the road by the adjustable fixing means.
- the support device comprises a special saddle made up of a body comprising a plate covering the top of the anti-vibration sole, the plate extending by sidewalls which extend perpendicular to the tray so as to at least partially cover the sides of the anti-vibration sole, the body also comprising at least two flanges located below the tray with holes provided for the passage of means of fixing to fix the saddle in the support structure.
- the rail support device shown in Figure 1 essentially comprises a base plate 11 fixed in a concrete slab or a crosspiece (not shown), an anti-vibration sole 17 and a saddle 19 on which a rail is fixed.
- the base plate 11 has practically vertical walls and thus forms a bowl. It is fixed in the support structure by bolts 12.
- An interlayer 13 is provided, if necessary, with a thickness chosen to allow the leveling of the head of the fixing nuts as well as the reliefs of the base plate 11.
- the interlayer 15 is used to cover the holes in the interlayer 13.
- the anti-vibration sole 17 has dimensions chosen according to the natural frequency of the channel.
- the saddle 19 rests on the anti-vibration sole 17. It consists of a body metallic, generally rectangular in shape, the central part of which serves as a seat for the sole of a rail and has holes for fixing the rail on the saddle. By hand and other from its central part, the saddle 19 has at least two fixing areas 18 in each of which is drilled an orifice to receive a fixing means for attach the seat 19 to the base plate. The whole is kept in the bowl of the base plate 11 with interposition of a lateral stop 14 and of a setting 16 inserted on each side.
- the saddle 19 is fixed to the base plate 11 by through bolts, for example hammer head bolts such as the bolt 22, on the rods of which are prestressed devices 20 which pull the saddle and the baseplate towards each other so as to put the anti-vibration soleplate 17 in a prestressed state.
- bolts for example hammer head bolts such as the bolt 22, on the rods of which are prestressed devices 20 which pull the saddle and the baseplate towards each other so as to put the anti-vibration soleplate 17 in a prestressed state.
- Each prestressing device 20 includes an integrated set of two springs 21 and 23.
- the first spring 21 is chosen with a lower rigidity than that of the second 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 shorter than spring 23 and its lower end rests on a support washer 27. Its upper end supports a cover 25 serving to facilitate the application of the prestressing force and the return movement of the spring of greater rigidity.
- the cap 25 supports the lower end of the spring 23.
- the upper end of the spring 23 cooperates with a thrust washer 29 which, in turn, cooperates with a tightening nut 24 engaged on the threaded end of the bolt 22.
- the thrust washer 29 has a flange 28 on its lower surface to cooperate with the cap 25 in order to apply the prestressing force to the spring 21.
- the prestressing force is adjusted using the nut 24.
- the two springs act independently of each other.
- the spring 23 is completely free of prestressing and does not not contribute to the dynamic stiffness of the wheel-rail-fixing system assembly. Alone the spring 21 applies a slight prestressing force when a wheel passes over the rail.
- FIG. 2 shows a variant of the fixing device with adjustable preload.
- the support washer 27 supports the lower end of the two springs 21 and 23.
- the upper surface of the washer 27 has a rim projection 26 which cooperates with the lower end of the spring 21. This arrangement provides more space for spring 23.
- FIG. 3 represents an embodiment of the invention, in which the saddle 19 is fixed in the raft, in cross member or in any structure by means of prestressed fastening devices as described above.
- This particular saddle 30 includes a plate 31 which covers the top of the sole. anti-vibration 17 and which is extended by sidewalls 33 extending perpendicularly to the tray so as to cover the sides of the anti-vibration sole.
- the flanks 33 connect to flanges 35 which extend below the plate 31 and are pierced orifices 32 for the passage of the threaded rods 34 intended to fix the saddle to the support structure.
- On the threaded rods 34 are threaded the springs of prestressing 21 and 23.
- the flanges 35 located below the body of the saddle reduce the height of the threaded rods of the prestressing device. Of in this way, the prestressing device 20 has less bulk by in relation to the rolling surface.
- the flanges 35 allow better adaptation of the rail support device to the road surface in the event of coating.
- the flanges 35 allow the placement of stops 36 under their lower surface. This increases the feedback in case of overload and limit thus the horizontal displacement of the rail in this case. Another advantage of the presence horizontal stops 36 is to avoid fouling below the saddle, which fouling is always likely to cause a blockage.
- the assembly can be completed with a protective cap 37 for each prestressing device 20 and an additional cover 39 for the protective cap locking nut 37.
- the rail support device therefore comprises a device for prestressing comprising two elastic stages with springs.
- a device for prestressing comprising two elastic stages with springs.
- the pretension applied to the springs is very low (a few thousand Newtons only) while in the device according to the invention it is a significant prestress (of the order of 10 kN) which is applied to the sole anti-vibration and this preload is chosen so as to modify the behavior track dynamics as set out below.
- the preload adjustment is carried out on the basis of the technical data of the track base and the rolling stock and in taking into account in the first place the performance in anti-vibration isolation (frequency wheel-rail resonance) requested.
- These performances generally impose a low dynamic stiffness. From this dynamic stiffness we deduce the static stiffness requested, which depends on the material of which the anti-vibration sole is made. With this static stiffness we generally obtain displacements rail statics are not tolerated.
- the prestressing device is then adjusted so that it applies a pre-stress to the anti-vibration sole that the difference between the displacement of the prestressed front rail and the displacement of the rail after prestressing remains less than the displacement of the tolerated rail, in general 3 mm.
- the sole is chosen so that it works in the quasi-linear zone of its deflection curve with preload and additional load applied to it when passing a wheel.
- the prestressing device 20 is adjusted so as to apply to the anti-vibration sole a prestress in the order of 30 kN with two springs 23 of 15 kN / mm compressed both by 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 21 then exert a weak prestressing effort and the system remains so dynamically very flexible.
- Figure 8 shows a typical loading curve of an anti-vibration sole suitable for an axle load of around 100 to 120 kN, for example. Holding account of the static load per axle on anti-vibration support, we obtain by example a minimum load of 20 kN on the anti-vibration sole. Prestressing applied by the device 20 is then chosen equal to this minimum load. During the passage of a train, the load can vary between 20 and 30 kN. The chosen prestress (20 kN for example) sets the minimum operating point of the system, for which a rail deflection of ⁇ 4.5 mm occurs. This prestressing is carried out by example with two springs 23 of 10 kN / mm which are both compressed by 1 mm.
- the two prestressing springs 23 in the prestressing device 20 according to the invention become completely free when passing a wheel.
- the invention thus makes it possible to achieve optimal operating conditions on anti-vibration supports, that is to say a very low dynamic rigidity while limiting the rail deflection to the tolerated value, for example ⁇ 3 mm (instead of ⁇ 8 mm).
- Tests were carried out on a section of rail approximately 6 m long with seven fixing points equipped with a prestressing device according to the invention in order to check the static and dynamic behavior of the whole.
- the supports used are SYL.S65.XS / 300.180.50 type.
- the curve of figure 9 shows the effort of compression as a function of the packing of the sample for increasing loads applied at a rate of 30.0 kN per minute up to a maximum load of 29.952 kN. Each charge level was applied for 0.5 minutes.
- the diagram shows that the deflection under a load of 25 kN is around 8 mm. Measures performed show that the static rigidity of the sample was on average 3600 N / mm for a load less than 15.0 kN.
- the curve in Figure 10 shows the dynamic stiffness of the sample as a function of the time for an average load of 20,020 kN. We can see that the dynamic stiffness is around 5600 N / m.
- the oscillation rate was ⁇ 10.0 with frequencies 5, 10, 15 and 20 Hz.
- FIG. 10 shows the compression force as a function of the displacement of the jack.
- the maximum compression force measured was approximately 25 kN. Prestressing has was set at 15 kN.
- Figures 12 to 16 illustrate the results of the tests carried out after mounting the system.
- the curve in Figure 12 illustrates the static loading of the system. With a load applied at a rate of 30 kN per minute up to a load maximum of 29.952 kN. Measurements show that Static Irigidity of the assembly is about 7600 N / mm for a load less than 15 kN and about 3600 N / mm for a load greater than 15 kN.
- the residual deflection at 25 kN is approximately 5 mm for slow charging. This deflection is to be compared to the deflection of approximately 3 mm for a rapidly increasing load up to 25 kN (see Figure 7). Deflection static is always more important for a slow charge than for a charge fast.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Railway Tracks (AREA)
- Vibration Prevention Devices (AREA)
- Forklifts And Lifting Vehicles (AREA)
- Chair Legs, Seat Parts, And Backrests (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BE2000/0041A BE1013240A6 (fr) | 2000-01-19 | 2000-01-19 | Dispositif de support pour rail de voie ferree. |
BE20000041 | 2000-01-19 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1118711A2 true EP1118711A2 (de) | 2001-07-25 |
EP1118711A3 EP1118711A3 (de) | 2003-01-08 |
EP1118711B1 EP1118711B1 (de) | 2004-04-21 |
Family
ID=3896370
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01870007A Expired - Lifetime EP1118711B1 (de) | 2000-01-19 | 2001-01-16 | Gleisschienenstützeinrichtung |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1118711B1 (de) |
AT (1) | ATE264944T1 (de) |
BE (1) | BE1013240A6 (de) |
DE (1) | DE60102841T2 (de) |
ES (1) | ES2218367T3 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2006106089A2 (de) * | 2005-04-02 | 2006-10-12 | Kölner Verkehrs-Betriebe AG | Schienenlager |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102006028740B4 (de) * | 2006-06-20 | 2015-02-26 | Sedra Gmbh | Kontinuierliche elastische Schienenlagerung |
DE202006016616U1 (de) | 2006-06-20 | 2007-01-04 | Sedra Gmbh | Kontinuierliche elastische Schienenlagerung |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1997042376A1 (fr) | 1996-05-03 | 1997-11-13 | Patrick Vanhonacker | Procede et dispositif de fixation de rails de voie ferree |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
IT1182612B (it) * | 1985-10-15 | 1987-10-05 | Giovanni Abate | Supporti di armamento per binari ferroviari particolarmente per binari di metropolitane |
DE4211366C2 (de) * | 1992-04-04 | 1995-05-24 | Heinz Fischer | Schienenlager |
DE29518208U1 (de) * | 1995-11-17 | 1996-03-21 | Dyckerhoff & Widmann AG, 81902 München | Schienenbefestigung für Weichenschwellen |
DE29619480U1 (de) * | 1996-11-11 | 1997-01-09 | Hilti Ag, Schaan | Schienenbefestigung |
-
2000
- 2000-01-19 BE BE2000/0041A patent/BE1013240A6/fr not_active IP Right Cessation
-
2001
- 2001-01-16 AT AT01870007T patent/ATE264944T1/de active
- 2001-01-16 DE DE60102841T patent/DE60102841T2/de not_active Expired - Lifetime
- 2001-01-16 EP EP01870007A patent/EP1118711B1/de not_active Expired - Lifetime
- 2001-01-16 ES ES01870007T patent/ES2218367T3/es not_active Expired - Lifetime
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1997042376A1 (fr) | 1996-05-03 | 1997-11-13 | Patrick Vanhonacker | Procede et dispositif de fixation de rails de voie ferree |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2006106089A2 (de) * | 2005-04-02 | 2006-10-12 | Kölner Verkehrs-Betriebe AG | Schienenlager |
WO2006106089A3 (de) * | 2005-04-02 | 2007-01-18 | Koelner Verkehrs Betr E Ag | Schienenlager |
US7717352B2 (en) | 2005-04-02 | 2010-05-18 | Kölner Verkehrs-Betriebe AG | Rail seat |
CN101160434B (zh) * | 2005-04-02 | 2011-11-16 | 科尔纳交通业股份公司 | 轨道支承装置 |
Also Published As
Publication number | Publication date |
---|---|
BE1013240A6 (fr) | 2001-11-06 |
EP1118711A3 (de) | 2003-01-08 |
DE60102841T2 (de) | 2005-03-24 |
DE60102841D1 (de) | 2004-05-27 |
ES2218367T3 (es) | 2004-11-16 |
EP1118711B1 (de) | 2004-04-21 |
ATE264944T1 (de) | 2004-05-15 |
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