EP1118711B1 - Supporting device for a rail of railway track - Google Patents

Supporting device for a rail of railway track Download PDF

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Publication number
EP1118711B1
EP1118711B1 EP01870007A EP01870007A EP1118711B1 EP 1118711 B1 EP1118711 B1 EP 1118711B1 EP 01870007 A EP01870007 A EP 01870007A EP 01870007 A EP01870007 A EP 01870007A EP 1118711 B1 EP1118711 B1 EP 1118711B1
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EP
European Patent Office
Prior art keywords
spring
rail
prestressing
washer
supporting
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Expired - Lifetime
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EP01870007A
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German (de)
French (fr)
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EP1118711A3 (en
EP1118711A2 (en
Inventor
Patrick Vanhonacker
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Individual
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Individual
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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
    • E01B9/38—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 cross beam.
  • 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 isolation 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 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 the passage of the wheel and the static deflections of the rail are limited while that the desired 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. when base plate is not provided, 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 edges 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 of 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 fix 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 seat 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 from 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 allow the height of the threaded rods of the prestressing device to be reduced. 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 preload 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 first of all 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 preloaded 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 soleplate 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 thus remains 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.
  • a minimum load of 20 kN on the anti-vibration sole is then chosen equal to this minimum load.
  • 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.
  • 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 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.
  • the measurements show that Static Irigidity of the whole 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 should be compared to the deflection of about 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.

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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)
  • Chair Legs, Seat Parts, And Backrests (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Forklifts And Lifting Vehicles (AREA)

Abstract

The rail support consists of an anti-vibration sole plate (17) covered by a metal sole (30) to take the rail, fixed to a supporting structure by adjustable flexible fasteners in the form of threaded rods or bolts (22) with nuts (24), retaining washers (27, 29) and pre-stressed springs (21, 23) with different degrees of rigidity, the outer spring (23) being more rigid than the inner one (21). The metal sole comprises a plate (31) covering the top of the anti-vibration sole plate, perpendicular sides (33) covering at least part of the anti-vibration plate sides, and one or more flanges (35) with holes for the fasteners.

Description

La présente invention se rapporte aux systèmes de montage de rails pour voie ferrée. Elle concerne plus particulièrement un dispositif pour fixer un rail en pose directe sur un radier ou sur traverse.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 cross beam.

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 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.

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 a device elastic consisting of a relatively rigid sole. A second sole more flexible is often placed below a metal sole or a crosses. This second sole provides anti-vibration isolation.

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 fastening system of the rail: a low resonance frequency gives better anti-vibration isolation than a 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 filtre est donc obtenue avec la plus faible raideur dynamique pour les semelles.With soles that have a low dynamic stiffness, we reduce the first resonance frequency of the wheel-rail assembly, which gives rise to good anti-vibration filtration. The best filter 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 classiques. La raideur dynamique est en relation directe avec la raideur statique des semelles. La raideur statique des semelles 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 minimale, et ainsi une raideur dynamique minimale 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 conventional rail fastening systems. The dynamic stiffness is in direct relationship with the static stiffness of the soles. Static stiffness of the soles cannot be too weak as it directly influences the deflection of the rail during passage of a vehicle on the rails. This rail deflection is generally limited about 3 mm. This static deflection limit of the rail imposes a static stiffness minimum, and thus a minimum dynamic stiffness of the anti-vibration sole. This phenomenon limits the anti-vibration isolation performance of classic rail fixing. For most known fasteners, 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 state of prestressing. This fixing device makes it possible to limit the static deformation of the rail at an acceptable value.

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 ensure at the same time good stability for the 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, et un moyen de serrage réglable pour ajuster l'effort de précontrainte.The rail support device according to the invention 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.

Dans 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 butée coopérant avec la seconde extrémité du deuxième ressort, la rondelle de butée quant à elle coopérant avec le moyen de serrage réglable.In 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 thrust washer cooperating with the second end of the second spring, the thrust washer cooperating with adjustable clamping means.

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 the passage of the wheel and the static deflections of the rail are limited while that the desired 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.

Le dispositif de support de rail suivant l'invention peut être réalisé avec ou sans plaque de base métallique. 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 les tirent l'une vers l'autre. Lorsqu'une plaque de base n'est pas prévue, la selle se trouve fixée directement dans la voirie par les moyens de fixation réglables.The rail support device according to the invention can be produced with or without a plate metallic base. In the case where the anti-vibration sole rests on a plate basic, with possible interposition of a spacer, the fixing means adjustable fix the saddle to the base plate and pull them towards each other. when base plate is not provided, the saddle is fixed directly in the road by the adjustable fixing means.

Afin de faciliter le montage dans ce dernier cas, le dispositif de support comprend une selle particulière constituée d'un corps comprenant un plateau couvrant le dessus de la semelle anti-vibratoire, le plateau se prolongeant par des flancs qui s'étendent perpendiculairement au plateau de manière à couvrir au moins partiellement les côtés de la semelle anti-vibratoire, le corps comprenant également au moins deux rebords situés en contrebas du plateau avec des orifices prévus pour le passage de moyens de fixation pour fixer la selle dans la structure de support.In order to facilitate mounting in the latter case, 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 edges located below the tray with holes provided for the passage of means of fixing to fix the saddle in the support structure.

L'invention est décrite plus en détails dans ce qui suit à l'aide des dessins ci-annexés :

  • La figure 1 montre une coupe dans un premier mode de réalisation du dispositif de support de rail suivant l'invention ;
  • La figure 2 est une vue agrandie montrant une variante du dispositif de fixation utilisé dans le dispositif de support de rail de la figure 1 ;
  • La figure 3 montre une coupe dans un deuxième mode de réalisation de l'invention, prise suivant la ligne III-III de la figure 4 ;
  • La figure 4 est une vue de dessus de la selle utilisée dans le dispositif de support de rail de la figure 3 ;
  • La figure 5 est une coupe suivant la ligne V-V de la figure 4 ;
  • La figure 6 montre une variante du dispositif de la figure 3 ;
  • La figure 7 montre une courbe de déflexion statique typique d'une semelle anti-vibratoire avec un dispositif de fixation suivant l'invention ;
  • La figure 8 montre une courbe de mise en charge typique d'une semelle anti-vibratoire avec un dispositif de fixation suivant l'invention ;
  • La figure 9 montre la courbe de rigidité statique d'un exemple d'appui pour rail ;
  • La figure 10 montre la courbe de rigidité dynamique d'un exemple d'appui pour rail de voie ferrée ;
  • La figure 11 montre la courbe de mise en charge des ressorts de précontrainte dans un dispositif de support de rail suivant l'invention ;
  • La figure 12 montre la courbe de mise en charge statique d'un dispositif de support de rail suivant l'invention ;
  • Les figures 13 à 16 illustrent les rigidités dynamiques observées pour un échantillon de rail fixé sur un dispositif de support conforme à l'invention pour quatre paliers de charge sur les appuis .
    • The invention is described in more detail in the following with the aid of the attached drawings:
  • Figure 1 shows a section in a first embodiment of the rail support device according to the invention;
  • Figure 2 is an enlarged view showing a variant of the fixing device used in the rail support device of Figure 1;
  • Figure 3 shows a section in a second embodiment of the invention, taken along line III-III of Figure 4;
  • Figure 4 is a top view of the saddle used in the rail support device of Figure 3;
  • Figure 5 is a section along the line VV of Figure 4;
  • Figure 6 shows a variant of the device of Figure 3;
  • FIG. 7 shows a static deflection curve typical of an anti-vibration sole with a fixing device according to the invention;
  • FIG. 8 shows a typical loading curve of an anti-vibration sole with a fixing device according to the invention;
  • Figure 9 shows the static stiffness curve of an example rail support;
  • FIG. 10 shows the dynamic stiffness curve of an example of support for rail track;
  • FIG. 11 shows the loading curve of the prestressing springs in a rail support device according to the invention;
  • Figure 12 shows the static load curve of a rail support device according to the invention;
  • Figures 13 to 16 illustrate the dynamic rigidities observed for a rail sample fixed on a support device according to the invention for four load levels on the supports.

    • Le dispositif de support de rail représenté à la figure 1 comprend essentiellement une plaque de base 11 fixée dans un radier en béton ou une traverse (non représentée), une semelle anti-vibratoire 17 et une selle 19 sur laquelle vient se fixer un rail. La plaque de base 11 présente des parois pratiquement verticales et forme ainsi une cuvette. Elle est fixée dans la structure de support par des boulons 12. Un intercalaire 13 est prévu, le cas échéant, avec une épaisseur choisie pour permettre de niveler la tête des écrous de fixation ainsi que les reliefs de la plaque de base 11. L'intercalaire 15 sert à recouvrir les percements dans l'intercalaire 13. La semelle anti-vibratoire 17 a des dimensions choisies en fonction de la fréquence propre de la voie.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.

    La selle 19 repose sur la semelle anti-vibratoire 17. Elle est constituée d'un corps métallique, de forme générale rectangulaire, dont la partie centrale sert d'assise pour la semelle d'un rail et présente des orifices pour la fixation du rail sur la selle. De part et d'autre de sa partie centrale, la selle 19 présente au moins deux plages de fixation 18 dans chacune desquelles est percé un orifice pour recevoir un moyen de fixation pour fixer la selle 19 à la plaque de base. L'ensemble est maintenu dans la cuvette de la plaque de base 11 avec interposition d'une butée latérale 14 et d'un élément de réglage 16 insérés de chaque côté. 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 22, sur les tiges desquels sont montés des dispositifs de précontrainte 20 qui tirent la selle et la plaque de base l'une vers l'autre de manière à mettre la semelle anti-vibratoire 17 en état de précontrainte.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 of 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 fix 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 seat 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.

    Chaque dispositif de précontrainte 20 comprend un ensemble intégré de deux ressorts 21 et 23. Le premier ressort 21 est choisi avec une rigidité plus faible que celle du deuxième 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 plus court que le ressort 23 et son extrémité inférieure repose sur une rondelle de support 27. Son extrémité supérieure supporte une coiffe 25 servant à faciliter l'application de l'effort de précontrainte et le mouvement de rappel du ressort de plus grande rigidité. La coiffe 25 supporte l'extrémité inférieure du ressort 23. L'extrémité supérieure du ressort 23 coopère avec une rondelle de butée 29 qui, à son tour, coopère avec un écrou de serrage 24 engagé sur l'extrémité filetée du boulon 22. La rondelle de butée 29 présente un rebord 28 sur sa surface inférieure pour coopérer avec la coiffe 25 afin d'appliquer la force de précontrainte au ressort 21. La force de précontrainte est réglée à l'aide de l'écrou 24. Avec cet agencement, les deux ressorts agissent indépendamment l'un de l'autre. Lorsqu'une roue passe sur le dispositif de support, le ressort 23 est complètement exempt de précontrainte et il ne contribue pas à la raideur dynamique de l'ensemble roue-rail-système de fixation. Seul le ressort 21 applique un faible effort de précontrainte lorsqu'une roue passe sur le rail.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. With this arrangement, the two springs act independently of each other. When a wheel passes over the support device, the spring 23 is completely free from 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.

    La figure 2 montre une variante du dispositif de fixation à précontrainte réglable. Dans ce mode de réalisation, la rondelle de support 27 supporte l'extrémité inférieure des deux ressorts 21 et 23. La surface supérieure de la rondelle 27 présente un rebord saillant 26 qui coopère avec l'extrémité inférieure du ressort 21. Cet agencement procure plus de place pour le ressort 23.FIG. 2 shows a variant of the fixing device with adjustable preload. In this embodiment, 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.

    La figure 3 représente un mode de réalisation de l'invention, dans lequel la selle 19 est fixée dans le radier, dans traverse ou dans une structure quelconque au moyen des dispositifs de fixation à précontrainte tels que décrits plus haut. Dans ce mode de réalisation est utilisée une selle particulière telle que représentée aux figures 3 à 5. Cette selle particulière 30 comprend un plateau 31 qui couvre le dessus de la semelle anti-vibratoire 17 et qui se prolonge par des flancs 33 s'étendant perpendiculairement au plateau de manière à couvrir les côtés de la semelle anti-vibratoire. Les flancs 33 se raccordent à des rebords 35 qui s'étendent en contrebas du plateau 31 et sont percés d'orifices 32 pour le passage des tiges filetées 34 destinées à fixer la selle à la structure de support. Sur les tiges filetées 34 se trouvent enfilés les ressorts de précontrainte 21 et 23. Les rebords 35 situés en contrebas du corps de la selle permettent de diminuer la hauteur des tiges filetées du dispositif de précontrainte. De cette manière, le dispositif de précontrainte 20 présente moins d'encombrement par rapport à la surface de roulement. De plus, les rebords 35 permettent une meilleure adaptation du dispositif de support de rail à la surface de la voirie en cas de revêtement. Enfin, les rebords 35 permettent le placements de butées 36 sous leur surface inférieure. Ceci augmente la contre-réaction en cas de surcharge et limite ainsi le déplacement horizontal du rail dans ce cas. Un autre avantage de la présence des butées horizontales 36 est d'éviter un encrassement en dessous de la selle, lequel encrassement est toujours susceptible de provoquer un blocage.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. In this mode of one particular saddle as shown in FIGS. 3 to 5 is used. 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 allow the height of the threaded rods of the prestressing device to be reduced. Of in this way, the prestressing device 20 has less bulk by in relation to the rolling surface. In addition, the flanges 35 allow better adaptation of the rail support device to the road surface in the event of coating. Finally, 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.

    Comme le montre la figure 6, l'ensemble peut se compléter d'une coiffe de protection 37 pour chaque dispositif de précontrainte 20 et d'une coiffe additionnelle 39 pour l'écrou de blocage de la coiffe de protection 37. As shown in Figure 6, 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.

    Le dispositif de support de rail suivant l'invention comprend donc un dispositif de précontrainte comportant deux étages élastiques avec ressorts. Il est à noter qu'il existe certes 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 est très faible (quelques milliers de Newtons seulement) tandis que dans le dispositif suivant l'invention c'est une précontrainte importante (de l'ordre de 10 kN) qui se trouve appliquée à la semelle anti-vibratoire et cette précontrainte est choisie de manière à modifier le comportement dynamique de la voie comme il est exposé ci-après.The rail support device according to the invention therefore comprises a device for prestressing comprising two elastic stages with springs. It should be noted that There are certainly two-stage elastic rail fixing systems with springs, but these known systems have the sole purpose of mechanically holding the saddle or the crosses in place and allow deflection of the saddle. In addition, in these systems known, the preload 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.

    Les semelles anti-vibratoires ont une courbe de déflexion statique telle que montré à la figure 7. Sur cette courbe on distingue trois zones de fonctionnement :

  • (a) une zone non-linéaire de mise en charge A ,
  • (b) une zone quasi-linéaire B dans laquelle le produit doit travailler,
  • (c) une zone non-linéaire C non exploitable.
    • The anti-vibration soles have a static deflection curve as shown in Figure 7. On this curve we distinguish three operating zones:
  • (a) a non-linear loading zone A,
  • (b) a quasi-linear zone B in which the product must work,
  • (c) a non-linear non-exploitable zone C.

    • 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 B de la courbe. C'est pourquoi, lors de la fixation d'un rail, le dispositif de précontrainte 20 suivant l'invention est réglé de manière à appliquer à la semelle anti-vibratoire 17 une précontrainte important 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 wheel of 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 sole anti-vibration works continuously in the non-linear area B of the curve. This is why, when fixing a rail, the following prestressing device 20 the invention is regulated so as to apply to the anti-vibration sole 17 a significant prestressing such that the sole always works in the area of linear behavior B.

    Conformément à un aspect de l'invention, le réglage de la précontrainte est effectué sur la base des données techniques de l'assise de la voie et du matériel roulant et 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 importants, ni 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.According to one aspect of the invention, 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 first of all 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 preloaded front rail and the displacement of the rail after prestressing remains less than the displacement of the tolerated rail, in general 3 mm. Preferably, 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.

    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 180 kN 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 (Figure 7). On peut par exemple utiliser pour la semelle anti-vibratoire un produit micro-cellulaire quasi-isotrope tel que le polyuréthane à structure mixte.For a rail fixing system type UIC 60, for example, on concrete with travelage of 60 cm, an unsprung mass of the vehicle of 1000 kg, an axle load of 180 kN and a resonance frequency of the wheel-rail assembly of 22 Hz (insulation similar to that produced by a floating slab), it requires a dynamic stiffness of the anti-vibration sole in the fastening system of about 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 (Figure 7). We can for example use for the anti-vibration sole a product quasi-isotropic micro-cell such as polyurethane with mixed structure.

    Si le dispositif de précontrainte 20 est réglé de manière à appliquer à la semelle anti-vibratoire une précontrainte de l'ordre de 30 kN avec deux ressorts 23 de 15 kN/mm comprimé 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 prestressing device 20 is adjusted so as to apply to the anti-vibration soleplate 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 thus remains dynamically very flexible.

    La figure 8 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 deux comprimés de 1 mm. 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. taking 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.

    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 :

  • 4,5 mm pour une charge appliquée de 20 kN,
  • 5,8 mm pour une charge appliquée de 25 kN,
  • 7,6 mm pour une charge appliquée de 30 kN.
    • In the case where a train applies an axle load of 100 kN, the average impact on each support is of the order of 25 kN and this produces an additional deflection of the rail of ± 1.3 mm. For an applied load of 120 kN per axle, the average impact on the support is around 30 kN, which produces an additional deflection of the rail of ± 3.1 mm. The operating point of the system according to the invention thus behaves dynamically to produce a deflection of:
  • 4.5 mm for an applied load of 20 kN,
  • 5.8 mm for an applied load of 25 kN,
  • 7.6 mm for an applied load of 30 kN.

    • On notera que les deux ressorts de précontrainte 23 dans le dispositif de précontrainte 20 suivant l'invention se libèrent complètement lors du passage d'une 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 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).

    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 figure 9 montre l'effort de compression en fonction du tassement de l'échantillon pour des charges croissantes appliquées à la cadence de 30,0 kN par minute jusqu'à une charge maximale de 29,952 kN. Chaque niveau de charge était appliqué durant 0,5 minute. Le diagramme montre que la déflexion sous une charge de 25 kN est d'environ 8 mm. Les mesures effectuées montrent que la rigidité statique de l'échantillon était en moyenne de 3600 N/mm pour une charge inférieure à 15,0 kN.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. 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.

    La courbe de la figure 10 montre la rigidité dynamique de l'échantillon en fonction du temps pour une charge moyenne de 20,020 kN. On peut voir que la rigidité dynamique est de l'ordre de 5600 N/m. Le taux d'oscillation était de ± 10,0 avec des fréquences de 5, 10, 15 et 20 Hz.The curve in Figure 10 shows the dynamic stiffness of the sample as a function of 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.

    La figure 10 montre l'effort de compression en fonction du déplacement du vérin. L'effort de compression maximum mesuré était de 25 kN environ. La précontrainte a été fixée à 15 kN. 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.

    Les figures 12 à 16 illustrent les résultats des essais effectués après montage du système. La courbe de la figure 12 illustre la mise en charge statique du système. Avec une charge appliquée à la cadence de 30 kN par minute jusqu'à une charge maximale de 29,952 kN. Les mesures montrent que Irigidité statique de l'ensemble est d'environ 7600 N/mm pour une charge inférieure à 15 kN et d'environ 3600 N/mm pour une charge supérieure à 15 kN. La déflexion résiduelle à 25 kN est d'environ 5 mm pour une charge lente. Cette déflexion est à comparer à la déflexion d'environ 3 mm pour une charge croissant rapidement jusqu'à 25 kN (voir Figure 7). La déflexion statique est toujours plus importante pour une charge lente que pour une charge rapide.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. The measurements show that Static Irigidity of the whole 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 should be compared to the deflection of about 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.

    Le comportement dynamique de l'échantillon est illustré par les graphiques des figures 13 à 16 pour des paliers de charge situés à 10, 15, 20 et 25 kN respectivement. Ces graphiques montrent que la rigidité dynamique est de l'ordre de :

  • 8000 N/mm pour une charge inférieure à 15.0 kN,
  • 5600 N/mm pour une charge supérieure à 15.0 kN.
    • Ces résultats confirment l'excellent comportement dynamique du dispositif de fixation suivant l'invention, tout en limitant la déflexion du rail à 3 mm environ.The dynamic behavior of the sample is illustrated by the graphs in Figures 13 to 16 for load levels located at 10, 15, 20 and 25 kN respectively. These graphs show that the dynamic stiffness is of the order of:
  • 8000 N / mm for a load less than 15.0 kN,
  • 5600 N / mm for a load greater than 15.0 kN.
    • These results confirm the excellent dynamic behavior of the fixing device according to the invention, while limiting the deflection of the rail to approximately 3 mm.

    Claims (9)

    1. 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.
    2. A device according to claim 1, characterised in that the sole plate (19, 30) comprises a body having a platform (31) to rest on top of the anti-vibration pad (17), said platform having projections (33) extending perpendicularly from the platform (31) for covering the sides of the anti-vibration pad, and at least two rim portions (35) extending from said projections, said rim portions being located at a level lower than the platform, the rim portions having holes (32) through them for securing the sole-plate (19, 30) onto any support structure.
    3. A device according to claim 1 or 2, 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.
    4. A device according to claim 1 or 2, characterised in that the spring retaining means comprise a supporting washer (27) arranged to support the lower end of each of the two springs (21, 23), the lower end of the first spring (21) being supported by the upper surface of said supporting washer (27), the latter having a projecting rim (26) for supporting the lower end of the second spring (23), and an abutment washer (29) arranged to cooperate with the second end of the second spring (23), the lower surface of said abutment washer (29) having a projecting rim (28) for cooperating with the upper end of the first spring (21), the abutment washer further cooperating with the adjustable tightening means.
    5. A device according to either of claims 1 to 3, characterised in that it further comprising a base-plate (11) lying under the anti-vibration pad (17), possibly with a levelling insert (13) 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.
    6. A device according to claim 5, characterised in that the base-plate (11) is fastened onto the support structure with said insert having a thickness adapted to levelling the rail.
    7. A device according to either of claims 5 and 6, characterised in that the base-plate (11) presents lateral upstanding projections and the device further comprises 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).
    8. A prestressing device for securing a railway track supporting system , characterised in that it includes a threaded bolt and a vertically acting adjustable prestressing assembly (20), said prestressing 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), 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, the spring retaining means (21, 23) comprising 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, and the prestressing assembly further including an adjustable tightening means for adjusting the prestressing force.
    9. A prestressing device for securing a railway track supporting system , characterised in that it includes a threaded bolt and a vertically acting prestressing assembly (20), said prestressing 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), 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, said spring retaining means comprising a supporting washer (27) arranged to support the lower end of each of the two springs (21, 23), the lower end of the first spring (21) being supported by the upper surface of said supporting washer (27), the latter having a projecting rim (26) for supporting the lower end of the second spring (23), and an abutment washer (29) arranged to cooperate with the second end of the second spring (23), the lower surface of said abutment washer having a projecting rim (28) for cooperating with the upper end of the first spring (21), the abutment washer further cooperating with the adjustable tightening means, and the prestressing assembly further including an adjustable tightening means for adjusting the prestressing force .
    EP01870007A 2000-01-19 2001-01-16 Supporting device for a rail of railway track Expired - Lifetime EP1118711B1 (en)

    Applications Claiming Priority (2)

    Application Number Priority Date Filing Date Title
    BE2000/0041A BE1013240A6 (en) 2000-01-19 2000-01-19 Device support for rail rail.
    BE20000041 2000-01-19

    Publications (3)

    Publication Number Publication Date
    EP1118711A2 EP1118711A2 (en) 2001-07-25
    EP1118711A3 EP1118711A3 (en) 2003-01-08
    EP1118711B1 true EP1118711B1 (en) 2004-04-21

    Family

    ID=3896370

    Family Applications (1)

    Application Number Title Priority Date Filing Date
    EP01870007A Expired - Lifetime EP1118711B1 (en) 2000-01-19 2001-01-16 Supporting device for a rail of railway track

    Country Status (5)

    Country Link
    EP (1) EP1118711B1 (en)
    AT (1) ATE264944T1 (en)
    BE (1) BE1013240A6 (en)
    DE (1) DE60102841T2 (en)
    ES (1) ES2218367T3 (en)

    Cited By (2)

    * Cited by examiner, † Cited by third party
    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 (1)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    WO2006106089A2 (en) * 2005-04-02 2006-10-12 Kölner Verkehrs-Betriebe AG Rail bearing

    Family Cites Families (5)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    IT1182612B (en) * 1985-10-15 1987-10-05 Giovanni Abate ARMING SUPPORTS FOR RAILWAY TRACKS, ESPECIALLY FOR UNDERGROUND TRACKS
    DE4211366C2 (en) * 1992-04-04 1995-05-24 Heinz Fischer Rail bearing
    DE29518208U1 (en) * 1995-11-17 1996-03-21 Dyckerhoff & Widmann AG, 81902 München Rail fastening for turnout sleepers
    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, Schaan Rail fastening

    Cited By (2)

    * Cited by examiner, † Cited by third party
    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
    DE60102841T2 (en) 2005-03-24
    EP1118711A3 (en) 2003-01-08
    ES2218367T3 (en) 2004-11-16
    BE1013240A6 (en) 2001-11-06
    ATE264944T1 (en) 2004-05-15
    DE60102841D1 (en) 2004-05-27
    EP1118711A2 (en) 2001-07-25

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