EP1186710B1 - Amortissement acoustique d'âme de rail - Google Patents

Amortissement acoustique d'âme de rail Download PDF

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Publication number
EP1186710B1
EP1186710B1 EP01121867A EP01121867A EP1186710B1 EP 1186710 B1 EP1186710 B1 EP 1186710B1 EP 01121867 A EP01121867 A EP 01121867A EP 01121867 A EP01121867 A EP 01121867A EP 1186710 B1 EP1186710 B1 EP 1186710B1
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EP
European Patent Office
Prior art keywords
rail
sound deadening
elastomer layer
deadening element
damping element
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.)
Expired - Lifetime
Application number
EP01121867A
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German (de)
English (en)
Other versions
EP1186710A3 (fr
EP1186710A2 (fr
Inventor
Johann Resch
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Individual
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Individual
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Filing date
Publication date
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Publication of EP1186710A2 publication Critical patent/EP1186710A2/fr
Publication of EP1186710A3 publication Critical patent/EP1186710A3/fr
Application granted granted Critical
Publication of EP1186710B1 publication Critical patent/EP1186710B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise

Definitions

  • the invention relates to a damped rail with a damping element from an elongated molded part, which on the rail facing side by means of an elastomer layer, the one has less mass than the damping element, on the side Rail web is attached, and that at least essentially extends over the entire height of the rail web.
  • One of these measures is a so-called rail bridge damping element to be attached to the rail to be damped. So it is known, for example, one or more prefabricated fittings made of structure-borne sound-absorbing plastic material by means of a Attach the adhesive connection to the rail. In this regard, for example refer to DE 37 11 190 A1 and DE 40 04 208 A1.
  • the molded parts used consist of an elastomer, for example polyurethane or polyurethane-bonded rubber parts.
  • a damping element for the lateral area is a Known rail, which from a corresponding to the rail cross-sectional profile deformed composite profile.
  • the composite profile is thereby from an outer support body, in particular from sheet metal, and an elastomer layer vulcanized thereon, facing the rail body built up.
  • a representative of such a damping element is described for example in EP 0 703 318 A1, at which the elastomer layer has a relatively high Shore hardness. It is also located between the elastomer layer and the Rail another layer of elastomer, namely a soft with a lower Shore hardness, which vulcanizes to the hard elastomer layer is.
  • damping element from an outer support body and an elastomer layer vulcanized thereon is from DE 197 06 707 A1 known.
  • the damping element described there provides a composite profile from the outer support body and the mentioned elastomer layer This composite profile is under the rail head and on glued flat to the rail foot, but in the area of the rail web not connected to this.
  • a device for reducing structure-borne noise on railroad tracks by pressing an ultra-sound absorber onto the side surfaces of the bar and the head of the rail with one on the rail foot attached flat spring is known from DE 36 31 492 A1.
  • EP 0 703 318 A1 also describes a damping element for a rail known that has a largely rigid support body and a hard elastomer layer arranged on the support body larger Shore hardness.
  • the object of the present invention is therefore to provide a better soundproofing Rail and an improved process for its manufacture provide.
  • the damping element is thus in the rail according to the invention not only on the rail side but also on the side facing away from the rail and at the edge to at least 90% of the elastomer layer covered and connected. So are at least 90% of those through the edges and through the Face away from the rail formed surface of the elastomer layer covered. In other words, a maximum of 10% of this area is free.
  • This exposed area is what follows below is received, primarily due to production, since the elongated molded part somehow needs to be held before it gets into the elastomer layer embedded or covered with it and connected.
  • the damping element is preferably at least essentially completely embedded in the elastomer layer or completely surrounded by it.
  • the elastomer layer can be any usual for these purposes act used elastomer layer. It is preferably however, a polyurethane layer and in particular a Polyurethane foam, which can be open-cell or closed-cell.
  • the damping element used according to the invention has a greater mass than the elastomer layer in which it is embedded. So the damping element can be, for example, a Trade plastic molding or board. It's all materials can be used that have a larger mass than that used Have an elastomer layer. In other words, the bulk of the Etastomer layer is less than the mass of the damping element. Thus, the damping element can also be made of an elastomer exist if the latter elastomer has a greater mass than that elastomer layer applied on the outside.
  • the damping element is preferably a elongated metallic molded part, which is expediently magnetic is, which will also be discussed in more detail below.
  • the damping element has at least one through hole, that of the elastomer layer (more precisely: the elastomer material forming the elastomer layer) is filled out.
  • the elastomer layer more precisely: the elastomer material forming the elastomer layer
  • the threshold distance is usually at least in the 60 cm is at least one Hole exists between two sleepers, assuming is that the damping element is approximately one the threshold distance has the appropriate length and is laid between two anchor points is what will be discussed in more detail below. However it is also possible to use damping elements that are extend over two, three or more thresholds and thus over several Anchor points run away.
  • the damping element furthermore preferably represents a perforated plate, which further improves the insulation properties.
  • the Hole or holes are preferably also from that Filled in material from which the elastomer layer is built.
  • the elongated molded part or the damping element preferably an approximately board-like molded part, which, based on the Cross section, preferably slightly curved, so that it feels better can adjust the outer contour of the rail web or under it Liner of the elastomer layer can be created.
  • the Damping element extends in the transverse direction (i.e. in vertical direction, based on the installed condition) at least essentially over such an area, which the Corresponds to the height of the rail web.
  • the damping element can but also have other areas parallel to Bottom of the rail head and / or parallel to the top of the Rail foot run.
  • the damping element can be a Extent and form possess that of the extent and form of the damping element corresponds to DE 197 06 707.
  • damping elements that on the edges their ends have recesses in order also in the area of the composite anchors to be able to be attached to the rails, because that's where they are Space is extremely cramped.
  • the use according to the invention brought damping elements preferably have no such Cutouts. Rather, it is preferred if the space in the area the composite anchor is not sufficient not to install a damping element there.
  • the damping elements can thus in the area of the composite anchor have a certain distance from each other. In the area only one damping element, several mutually spaced damping elements or several damping elements abutting each other on the end faces to be appropriate. These damping elements are particularly on their exposed end faces and thus also on their side edges surrounded by the elastomer layer and embedded therein. Even longer, extending over one or more anchor points Damping elements can be used (see above) if the space allows it.
  • the thickness of the damping element is at least in the case of conventional rails about 3 mm and can also be chosen larger, for example 8 to 15 mm. The more mass there is, the better it is Damping behavior.
  • the elastomer layer is preferably produced by injection molding and connected in this way to the damping element. So it is possible, the combination of damping element and applied Manufacture elastomer layer separately and on the side of the rail web to attach, for example by gluing. In this case, the rail-facing side of the elastomer layer of the finished Damping element or the finished combination Damping element and elastomer layer, however, have a shape which is congruent to the outer shape of the rail web.
  • the elastomer layer is preferably produced when the damping element is laterally spaced at the desired position to the rail web, in which the damping element none Has contact with the rail.
  • the rail as such manufactured in a manner known per se.
  • the damping element or the molded part laterally on the rail web of this rail held stationary at a distance from it parallel to the rail web.
  • it is used to form the elastomer layer Material in the space between the rail web and the injected side of the damping element facing the rail. Furthermore, this material is also on the side edges as well as outside the side of the damping element facing away from the rail is applied.
  • the insertion or bonding should be done in such a way that at least 70% of the area and preferably approximately the entire Surface of the side of the damping element facing the rail the rail is connected.
  • the damping element is used to introduce the elastomer mass (more precisely the molded part) by means of a holding jaw in the desired one Position held.
  • the holding jaw is designed such that it can be brought to the rail in sealing system and together with the rail an at least essentially closed space defined in which the damping element to both the rail and is held at a distance from the holding jaw.
  • the holding jaw thus forms together with the rail body the cavity in which the Damping element is located, and seals this cavity on the side margin, top margin and bottom margin opposite the Environment.
  • the material used to form the elastomer layer on the one hand in the space between the Schiensteg and the injected side facing the damping element and also on the side facing away from the rail in the space between the holding jaw and the damping element introduced.
  • This can be done, for example, by using the material as described injected, this being done under pressure as well as without pressure can.
  • This material then runs on the side margin, top margin and underside around the damping element and also fills the Clearance between the holding jaw and the damping element out. If the damping element has holes, the material can of course also through these holes on the side facing away from the rail Side. In this way, a kind of composite material is between Damping element or the particularly metallic molded part, the elastomer layer and the rail body.
  • the described attachment of the damping element to the rail with the formation of the composite material described can be made be before the rail to the desired location for training of a track is laid. However, the track is preferred first relocated. Only then are the damping elements applied to the rail on site and connected to it.
  • the necessary Mechanics are designed in such a way that the holding jaws are roughly like that Buckets of a backhoe are pivotable.
  • the closed jaws are in contact with the Rail and thus extend parallel to the rail.
  • the holding jaws are spaced from the rail.
  • the damping element For holding the damping element in the holding jaw or on the Holding jaw is preferably at least one electromagnet for Inserted provided the molded part of the damping element is metallic.
  • the metallic molding or Damping element consist of a magnetizable metal. Therefore a steel sheet is expediently used as a molded part.
  • the rail 1 according to the invention shown in cross section in FIG. 1 has a usual rail body made of a rail base 2, one Rail web 3 and a head 4. Laterally and parallel to Rail web 3 extends spaced therefrom Damping element 5 made of an iron or steel part.
  • Damping element 5 made of an iron or steel part.
  • Gap 19 between the rail facing side of the Damping element 5 and the rail web 3 is an elastomer layer 6. In other words, the space 19 described is filled with this elastomer layer.
  • this elastomer layer does not surround the damping element 5 only on the side facing the rail but also on the side side facing away from the rail and on the upper edge, lower edge and also on the side edge, so that the damping element 5 completely from the elastomer layer 6 envelops, embedded therein and connected is.
  • the damping element 5 has a plurality of through holes 7 which also from the elastomer layer (more precisely: from which the elastomer layer forming elastomer) are filled.
  • the damping element 5 thus has no direct contact with the Body of the rail 1 and in particular not with the rail web 3 on.
  • the damping element 5 represents a kind of an elongated Boards that is slightly curved in the transverse direction, so that its rail facing side 8 approximately parallel to the surface 9 of the Rail web 3 runs.
  • the damping element 5 extends thereby from the lower end of the rail web 3 to its upper End and is neither at its bottom edge 10 nor at its top Edge 11 bent so that it is the contour of the head 4 or Foot 2 would follow.
  • it is also possible Embodiments use which the contour of the head and / or follow the foot.
  • the elastomer layer 6 has an indentation in the area of the head 4 12 so that a part 13 of the lower surface of the rail head 4 is free. This can be done with a pliers tool from above under the Rail head 4 can be gripped without the elastomer layer 6 to damage.
  • the damping elements 5 spaced apart from one another on the base body of the rail 1 appropriate.
  • the space 20 between two Damping elements 5 can be, for example, a composite anchor (not shown) or a similar fastener.
  • the elastomer layer 6 consists of a plastic foam and in particular made of a polyurethane foam.
  • Rail 1 is shown sketchily in FIG. 3. This will be first the one consisting of rail foot 2, rail web 3 and head 4 Body of the rail 1 manufactured in the usual way and if necessary laid, for example on a concrete base. Then it will Damping element 5 inserted into a holding jaw 14.
  • This holding jaw 14 has a bottom region 15 which is in its shape and in its dimensions corresponds approximately to the damping element 5, but at all Pages protrude slightly beyond.
  • the holding jaw 14 has sealing elements 16 on all of its edges; in 2 are only the sealing element 16 'for the upper edge and the sealing element 16 "for the lower edge of the holding jaw 14 shown.
  • the sealing elements on the vertical side edges are Not shown.
  • This is a closed Cavity 17 is formed in which the damping element 5 virtually floating and kept at a distance from all surrounding parts becomes.
  • the holding jaw is 14 equipped with an electromagnet 18, which is cylindrical or rod-shaped from the bottom region 15 in the direction of the Damping element 5 extends and on which the damping element 5 rests.
  • an electromagnet 18 which is cylindrical or rod-shaped from the bottom region 15 in the direction of the Damping element 5 extends and on which the damping element 5 rests.
  • electromagnets can be used be provided.
  • the damping element is used to produce the rail 1 according to the invention 5 inserted into the holding jaw 14 and by the electromagnet 18 held there. Then the holding jaw 14 together with brought the damping element 5 laterally into contact with the rail. This is preferably done on both sides. This situation is on the right Side of Fig. 3 shown. Then through the bottom region 15 Holding jaw 14 through the reaction mixture to produce the Elastomer layer injected into the cavity 17. This injection preferably takes place through a hole in the damping element 5 into the space between this damping element 5 and the rail web 3.
  • the injected material then penetrates or crawls laterally over the edges as well as through the holes 7 through to the other side of the damping element and surrounds this side margin, bottom margin, top margin and also in the Area between the side of the Damping element 5 and the bottom region 15 of the holding jaw 14.
  • the electromagnet 18 is preferably shaped such that the Material for forming the elastomer layer also between the Contact area between the electromagnet 18 and the Damping element 5 can reach.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Laminated Bodies (AREA)
  • Inorganic Insulating Materials (AREA)
  • Gyroscopes (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)

Claims (12)

  1. Rail à amortissement acoustique comportant un élément d'amortissement (5) en une pièce oblongue fixée latéralement à l'âme du rail (3) au côté dirigé vers le rail au moyen d'une couche d'élastomère (6) possédant une masse inférieure à celle de l'élément d'amortissement (5) et qui, au moins pour l'essentiel, s'étend sur toute la hauteur de l'âme du rail (3),
    caractérisé en ce que
    l'élément d'amortissement (5) est également recouvert au moins à 90 % par la couche d'élastomère (6) côté bord et sur le côté détourné du rail et est lié à lui et l'élément d'amortissement (5) présente au moins un trou traversant (7) qui est rempli par la couche d'élastomère (6).
  2. Rail selon la revendication 1,
    caractérisé en ce que
    l'élément d'amortissement (5) est métallique et/ou au moins pour l'essentiel totalement noyé dans la couche d'élastomère (6).
  3. Rail selon la revendication 2,
    caractérisé en ce que
    l'élément d'amortissement (5) présente au moins un trou traversant (7) tous les 60 cm.
  4. Rail selon la revendication 3,
    caractérisé en ce que
    le trou (7) est disposé dans la zone de l'âme du rail (3).
  5. Rail selon la revendication 3,
    caractérisé en ce que
    l'élément d'amortissement (5) représente une tôle perforée.
  6. Rail selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    dans le cas de la couche d'élastomère (6), il s'agit d'une couche de polyuréthane qui, en particulier, représente une mousse de polyuréthane.
  7. Rail selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la couche d'élastomère (6) peut être fabriquée par moulage par injection.
  8. Procédé de fabrication d'un rail à amortissement acoustique selon l'une quelconque des revendications 1 à 7, dans lequel l'élément d'amortissement (5) est maintenu latéralement dans la position souhaitée à l'âme de rail (3) d'un rail fabriqué auparavant de manière connue en elle-même, position dans laquelle l'élément d'amortissement (5) n'a aucun contact avec le rail,
    caractérisé en ce que
    l'on injecte le matériau servant à former la couche d'élastomère (6) dans l'espace intermédiaire (19) entre l'âme du rail (3) et le côté dirigé vers le rail de l'élément d'amortissement (5) et qu'on l'apporte également sur les bords ainsi qu'à l'extérieur sur le côté détourné du rail de l'élément d'amortissement (5).
  9. Procédé selon la revendication 8,
    caractérisé en ce que
    l'élément d'amortissement (5) est maintenu par une joue de maintien (14) dans la position souhaitée et
    que la joue de maintien (14) est constituée de manière telle qu'elle peut être mise en appui étanchéisant contre le rail et définit alors avec le rail un espace creux (17) au moins pour l'essentiel fermé, dans lequel l'élément d'amortissement (5) est maintenu à écartement tant du rail qu'également de la joue de maintien (14) et
    que le matériau servant à former la couche d'élastomère (6) est ensuite injecté d'une part dans l'espace intermédiaire (19) entre l'âme du rail (3) et le côté dirigé vers le rail de l'élément d'amortissement (5) et, d'autre part, également apporté côté bord supérieur, côté bord inférieur, côté bord latéral et sur le côté détourné du rail, dans l'espace intermédiaire entre la joue de maintien et l'élément d'amortissement (5).
  10. Procédé selon la revendication 9,
    caractérisé en ce que
    la joue de maintien (14) possède au moins un électro-aimant (18) pour maintenir l'élément d'amortissement (5) et/ou est maintenue par un dispositif de façon basculante de manière telle qu'elle puisse être basculée d'une position écartée du rail en une position dans laquelle elle est appliquée au rail.
  11. Procédé selon la revendication 10,
    caractérisé en ce que
    le dispositif est logé de façon mobile sur le champignon de rail (4) du rail.
  12. Procédé selon l'une quelconque des revendications 8 à 11,
    caractérisé en ce que
    le rail est prétraité avant le montage de l'élément d'amortissement (5) en ce qu'une des mesures suivantes est prise ou que deux ou toutes les mesures suivantes sont prises dans l'ordre indiqué :
    le rail est nettoyé par jet d'eau et/ou de sable,
    un produit favorisant l'adhérence ou un primer est appliqué à la surface du rail,
    avant l'application de la couche d'élastomère (6), le rail et l'élément d'amortissement (5) à monter sont portés à une température d'au moins 22 °C et, en particulier, d'au moins 25 °C.
EP01121867A 2000-09-11 2001-09-11 Amortissement acoustique d'âme de rail Expired - Lifetime EP1186710B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10045001 2000-09-11
DE10045001A DE10045001A1 (de) 2000-09-11 2000-09-11 Schienenstegbedämpfung

Publications (3)

Publication Number Publication Date
EP1186710A2 EP1186710A2 (fr) 2002-03-13
EP1186710A3 EP1186710A3 (fr) 2002-07-10
EP1186710B1 true EP1186710B1 (fr) 2004-05-06

Family

ID=7655888

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01121867A Expired - Lifetime EP1186710B1 (fr) 2000-09-11 2001-09-11 Amortissement acoustique d'âme de rail

Country Status (4)

Country Link
EP (1) EP1186710B1 (fr)
AT (1) ATE266125T1 (fr)
DE (2) DE10045001A1 (fr)
ES (1) ES2223695T3 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2138635A1 (fr) 2008-06-23 2009-12-30 EZ Beteiligungsgesellschaft mbH Rails pour un véhicule sur rails et voie dote de tels rails
KR101452937B1 (ko) * 2012-07-16 2014-10-23 한국철도기술연구원 철도 레일

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NL1021990C2 (nl) * 2002-11-25 2004-05-26 Edilon Bv Railconstructie met bekledingsstructuur.
GB2399124B (en) * 2003-03-05 2006-07-26 Corus Uk Ltd Rail damper
GB2399123B (en) 2003-03-05 2006-03-01 Corus Uk Ltd Rail damper
GB2401139B (en) * 2003-04-30 2006-07-12 Corus Uk Ltd Rail dampers
CN1470706A (zh) * 2003-06-13 2004-01-28 尹学军 轨道
GB2403759A (en) 2003-07-11 2005-01-12 Pandrol Ltd Tuned absorbers for railway rails
NL1031217C2 (nl) * 2006-02-22 2007-12-11 Ginkel Groep B V Van Inrichting en werkwijze voor het stralen van spoorrails.
AT503041B1 (de) * 2006-05-22 2007-07-15 Plasser Bahnbaumasch Franz Verfahren zum verschweissen von schienenenden sowie schweissmaschine
CN1928235B (zh) * 2006-09-21 2011-02-09 尹学军 减振轨道
AU2008324609B2 (en) * 2007-11-07 2015-04-23 Wai Lun Ho Tunable vibration absorbing device
JP5185877B2 (ja) * 2009-04-03 2013-04-17 積水化学工業株式会社 レールの防音装置
DE102013018811A1 (de) * 2013-11-11 2015-05-13 OSC-RAILTEC GmbH Mit einer Einrichtung für die Luftschalldämmung versehene Lagerung von Schienen für Schienenfahrzeuge
CN104005309B (zh) * 2014-05-10 2015-11-04 青岛科而泰环境控制技术有限公司 剪切式轨道减振降噪装置
CN105908581B (zh) * 2016-04-21 2018-06-29 同济大学 一种用于降低钢轨振动噪声的复合颗粒阻尼器
CN110184861B (zh) * 2019-05-29 2020-09-29 长安大学 一种复合耗能减振降噪装置

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DE3631492A1 (de) * 1986-09-16 1988-03-17 Schwartz Heinz Koerperschall-minderung am schienenstrang eines eisenbahngleises
DE3711190C2 (de) 1987-04-02 1994-12-08 Lothar Eisner Verfahren zum Befestigen einer Körperschalldämmung und eine Körperschalldämmung an Schienen für schienengebundene Fahrzeuge
DE3824577A1 (de) * 1988-07-19 1990-01-25 Olaf Unbehaun Laermschutzvorrichtung fuer eisenbahngleise
DE4004208C2 (de) 1990-02-12 1994-02-17 Sedra Asphalt Technik Biebrich Schalldämmvorrichtung an Straßenbahnschienen
AT399522B (de) * 1990-03-20 1995-05-26 Gerald Clemens Messner Bautens Schallgedämpfte schiene
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EP0703318B1 (fr) * 1994-07-27 1999-03-31 WEGU Gummi- und Kunststoffwerke GmbH &amp; Co. KG Elément amortisseur pour un rail
DE19706707A1 (de) 1997-02-20 1998-09-03 Contitech Transportbandsysteme Schienensteg-Bedämpfungselement
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GB9719864D0 (en) * 1997-09-19 1997-11-19 Univ Southampton Rail damper
DE19816468A1 (de) * 1998-04-14 1999-10-21 Polyplan Gmbh Polyurethan Masc Schalungssystem

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2138635A1 (fr) 2008-06-23 2009-12-30 EZ Beteiligungsgesellschaft mbH Rails pour un véhicule sur rails et voie dote de tels rails
KR101452937B1 (ko) * 2012-07-16 2014-10-23 한국철도기술연구원 철도 레일

Also Published As

Publication number Publication date
DE50102187D1 (de) 2004-06-09
ATE266125T1 (de) 2004-05-15
DE10045001A1 (de) 2002-04-04
EP1186710A3 (fr) 2002-07-10
ES2223695T3 (es) 2005-03-01
EP1186710A2 (fr) 2002-03-13

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