EP1197598B1 - A vibration system for rails - Google Patents
A vibration system for rails Download PDFInfo
- Publication number
- EP1197598B1 EP1197598B1 EP01203593A EP01203593A EP1197598B1 EP 1197598 B1 EP1197598 B1 EP 1197598B1 EP 01203593 A EP01203593 A EP 01203593A EP 01203593 A EP01203593 A EP 01203593A EP 1197598 B1 EP1197598 B1 EP 1197598B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- rail
- rails
- vibration
- damping
- sleepers
- 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
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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 concerns a vibration damping system for rails of a railway, according to the preamble of claim 1 and a method for mounting such a device according to the preamble of claim 12.
- Vibrations in rails are caused among others by the wheels of railway vehicles rolling over them. Most vibrations are strongly damped by the sleepers upon which the rails rest. With certain resonance frequencies, standing waves are created in the rails with nodes situated at the height of the sleepers, as a result of which the rails will vibrate independently of the latter and may cause considerable noise pollution.
- vibrations in rails are damped by applying for example vibration-isolating strips between the rails and the sleepers or against the flange and the foot of the rails over almost the entire length of the latter. Consequently, these techniques can only be applied before or during the mounting of the rails on the sleepers.
- the vibrations in the rails are damped by a non-deformable active mass which is surrounded by a deformable or elastic layer and which is situated in the above-mentioned vibration damper above the rail foot.
- the mechanical energy of a vibration in the rail is transformed into thermal energy. This can be done in an optimal manner when the natural vibrations of the vibration damper are excited. Consequently, in order to obtain an effective damping, the resonance frequencies of the natural vibrations of the vibration damper must be adjusted to the resonance frequencies of the major natural vibrations of the rails resting on the sleepers.
- a rail thus has different vibration modes which each correspond to a certain resonance frequency.
- the major vibration mode also called the fundamental vibration mode, is a standing wave with a vertical vibration direction whose nodes coincide with the position of the sleepers. This wave has several higher harmonics, each corresponding to another resonance frequency of the rail.
- the first harmonic of this fundamental vibration mode is a standing wave with an additional node situated in the middle between two successive sleepers.
- the existing vibration dampers as described in EP 0 761 879 have a solid active mass which is adjusted, together with a springy element, to the frequency of the fundamental vibration mode.
- these existing vibration dampers have little influence on the other vibration modes such as the higher harmonics of the fundamental vibration mode, the horizontal vibration modes and the torsion modes, so that practically only the wave with the fundamental vibration frequency is damped.
- the invention aims to design an active vibration damping system with a simple construction which makes it possible to damp practically all the vibration modes and which, as a consequence, does not restrict itself to damping the fundamental vibration mode.
- vibration damping system is designed with the features of claim 1, containing at least one damping element with an evenly divided rigidity and mass, which is applied against the rail flange and/or the top side of the rail foot of the rail.
- damping element with an evenly divided rigidity and mass, which is applied against the rail flange and/or the top side of the rail foot of the rail.
- the vibration damper can have an infinitely long series of vibration modes with a high density of resonance frequencies, including those frequencies which correspond to the resonance frequencies of the rails resting on the sleepers. This makes sure that for every resonance frequency of the rail, there is always a resonance frequency of the vibration damper which is very close to the latter or which even coincides with it entirely.
- the damping elements can follow the geometry of the rail flange and/or the rail foot to perfection, such that the movement of the rail excites the resonance frequencies of the vibration damper.
- said damping elements consist of vibration-damping elastic material, such as granules of recycled rubber in a matrix of polyurethane.
- the vibration damper contains two damping elements which can be provided opposite to one another on either side of the rail.
- the elastic layer is made of steel, and the layered plate is fitted onto the bottom side of the rail foot, whereby this plate forms a connecting piece between the two damping elements situated opposite to one another.
- the resonance frequencies of this layer of steel, together with the vibration-damping viscoelastic layer can be adjusted to the frequency of the fundamental vibration mode and possibly also to its first harmonic.
- the layered plate optionally has one or several resonance frequencies which correspond to the frequencies of the vibrations to be damped in the rails resting on the sleepers, and apart from being a connecting piece, it also has a major active function in the operation of the vibration damper.
- the resonance frequencies of said layered plate are adjusted to the resonance frequencies of the fundamental vibration mode and its first harmonic on the one hand, between more or less 800 and 1000 Hz and between more or less 1600 and 2000 Hz respectively, and use is made on the other hand of two damping elements with a high density of resonance frequencies of some 0 Hz to 3000 Hz in order to damp additional resonances of the rail.
- the invention also concerns a method for damping vibrations caused by railway vehicles in the rails of a railway. These rails rest on sleepers, situated at a certain distance from one another, whereby a vibration damper is attached to the rails between two successive sleepers.
- This method is characterised in that said vibration damper is fixed to the rails between two successive sleepers in a position between the vibrating point of the rails on the one hand, with the largest vertical divergence for the vibration according to the fundamental vibration mode, and one of either vibrating points of the rails with the largest vertical divergence for the vibration according to the first harmonic of the fundamental vibration mode on the other hand.
- this vibration damper is fixed to said rail at a distance from the nodes of the fundamental vibration mode which is equal to three eighth of the distance between two successive sleepers. In that particular place, the sum of the vertical divergence from the fundamental vibration mode and its first harmonic vibration reaches a maximum.
- Figure 1 is a schematic side view of a railway with a rail onto which are attached vibration dampers according to the invention.
- Figure 2 is a cross section of a rail and a vibration damper according to a first embodiment of the invention.
- Figure 3 is a schematic top view to a smaller scale of a rail with a vibration damper according to this embodiment of the invention.
- Figure 4 is a cross section of a rail with a vibration damper according to a second embodiment of the invention.
- Figure 5 is a schematic top view to a smaller scale of a rail with vibration dampers according to this second embodiment of the invention.
- Figure 6 is a schematic representation of the fundamental vibration mode and its first harmonic in a rail.
- the vibration dampers 1 are attached to rails 3 of an existing railway, in discrete places between sleepers 4 upon which said rails 3 are mounted, as is represented in figure 1 .
- the sleepers 4 rest on a conventional railway bed 5, preferably at a regular distance from one another, which is for example made of shingle.
- the rails 3 have a rail foot 3b and a rail surface 3c which are connected by means of a standing rail flange 3a.
- the vibration dampers 1 are attached to the rails 3 in such a manner that there is no direct contact between them and the railway bed 5, and thus they are freely suspended to the rails 3. This makes sure that the vibration dampers 1 can freely vibrate on their far ends 6 turned away from the rails 3.
- the damper contains two elastic, substantially beam-shaped elements 7 having a length of almost 18 cm according to a direction across the rail 3, a height of almost 8 cm, a width of almost 8 cm according to the longitudinal direction of the rail 3 and a mass of almost 2 kg. Both beam-shaped elements 7 are fixed crosswise to the rail 3. One far end 6' of the above-mentioned elements 7 is placed against the rail 3 and has such a shape that it fits almost perfectly to the rail flange 3a and the rail foot 3b. The other far end 6 is not fixed and thus can vibrate freely.
- Said elements 7 consist for example of granules of recycled rubber in a matrix of polyurethane having a density of some 1000 kg m -3 and a modulus of elasticity (E) of some 14 10 6 N m -2 .
- the damper 1 also contains a layered plate 8 consisting of a steel plate 8b which is covered on either side with a layer 8a and 8c made of a conventional damping viscoelastic material, whereby said steel plate 8b has a width of some 8 cm, a density of some 7850 kg m -3 and a modulus of elasticity (E) of some 21.10 10 N m -2 , whereas the above-mentioned viscoelastic layers 8a and 8c have a density of some 1000 kg m -3 and a modulus of elasticity (E) of some 20.10 6 N m -2 .
- a layered plate 8 consisting of a steel plate 8b which is covered on either side with a layer 8a and 8c made of a conventional damping viscoelastic material, whereby said steel plate 8b has a width of some 8 cm, a density of some 7850 kg m -3 and a modulus of elasticity (E) of some 21.10 10 N m -2
- This layered plate 8 is fixed against the bottom side of the rail foot 3b. On either side of the rail 3, the layered plate 8 is also connected to the part of the bottom side of said elements 7 which is situated at the rail foot 3b. The plate 8 thus forms a connecting piece between the elements 7, however without hindering the far ends 6 of the elements 7 which are turned away from the rail 3 to freely vibrate.
- the plate 8 has a resonance frequency of some 800 Hz. As a result, a vibration in the rail 3 with a frequency of some 800 Hz will create a resonance in the plate 8. Due to the vibration of this resonance frequency, the plate 8 will bend around an axis which is parallel to the rail 3. This mechanical energy which is transmitted to the plate 8 is thus transferred in thermal energy.
- the elements 7 and the layered plate 8 are tightened against the rail 3.
- the bolts 9 are provided on either side of the rail 3, right through the elements 7 and the layered plate 8.
- the pressure plates 13 extend in a recess provided to this end in the top surface of the elements 7.
- the far end 13' of the pressure plates 13 in the vicinity of the rail flange 3a is directed somewhat slantingly upward, and it thus pushes against a correspondingly inclined part of the elements 7.
- the bolts 9 provide for a perfect fit of the elements 7 and the plate 8 onto the rail 3 on the one hand, and they provide for a certain pre-stress between the elements 7, the plate 8 and the rail 3 on the other hand. Said pre-stress is adjusted by tightening the bolts 9.
- a second embodiment of the vibration damper 1 according to the invention is represented in figures 4 and 5 .
- the damper 1 comprises two elastic L-shaped elements 7, having a length of some 18 cm according to a direction across the rail 3, a height of some 8 cm, a width of some 8 cm on the side 6' which is fitted to the rail 3, a width of some 20 cm on the side 6 turned away from the rail 3, and a mass of 4 kg.
- These elements 7 can also be formed of granules of recycled rubber in a matrix of polyurethane.
- this second embodiment differs from the preceding embodiment in that the layered plate 8 has a first resonance frequency of some 890 Hz on the one hand, and a second resonance frequency of some 2090 Hz on the other hand.
- These two resonance frequencies of 890 Hz and 2090 Hz practically coincide with the frequencies of the rail 3 for the fundamental vibration mode 12 and its first harmonic 11, as is schematically represented in figure 6 .
- a resonance is created in the plate 8 as soon as the rail 3 starts to vibrate with the first resonance frequency. Just as in the first embodiment, this results in a bending movement of the plate 8 over an axis which is parallel to the rail 3.
- a resonance is created in the plate 8 as soon as the rail 3 starts to vibrate with the second resonance frequency. This results in a bending movement of the plate 8 over an axis which is perpendicular to the rail 3.
- the fixing means contain additional pressure plates 19 which, with a slantingly downward directed far end 19', push against the underlying pressure plates 13 when the corresponding bolt 9 is tightened.
- additional pressure plates 19 which, with a slantingly downward directed far end 19', push against the underlying pressure plates 13 when the corresponding bolt 9 is tightened.
- the invention also concerns a method for fixing said vibration dampers 1 to the rails 3 between the sleepers 4 situated at a certain distance 10 from one another upon which these rails 3 rest ( Figure 1 ).
- the rail 3 With a vibration 12 according to the fundamental vibration mode, the rail 3 will show a maximum divergence at a point 15 which is situated almost in the middle between two successive sleepers 4.
- the first harmonic of this fundamental vibration mode corresponds to a vibration 11 whereby two points 14 with a maximum divergence of the rail 3 are obtained. These points 14 are situated at a distance from the attachment of the rail 3 to the sleepers 4 which is equal to one fourth of the total distance between two successive sleepers 4.
- the vibration damper 1 is attached on the rail 3 in a position in which the total divergence of the rail 3 resulting from the fundamental vibration mode and the first harmonic thereof is maximal.
- the vibration dampers 1 are attached to said rail 3 at a distance 2 from the sleepers 4 which amounts to some three eighth of the distance 10 between two successive sleepers 4.
- the vibration damper 1 is then attached to the rail 3 in the middle between two successive sleepers 4 where the divergence of the rail 3 is thus maximal.
- the device and the method according to the invention cannot only be applied to conventional railways, they can also be used in all sorts of applications where a discrete bearing of rails results in annoying vibrations and the accompanying noise pollution.
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Railway Tracks (AREA)
- Vibration Prevention Devices (AREA)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BE200000644 | 2000-10-10 | ||
BE2000/0644A BE1013746A3 (nl) | 2000-10-10 | 2000-10-10 | Trillingsdemper voor spoorstaven. |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1197598A1 EP1197598A1 (en) | 2002-04-17 |
EP1197598B1 true EP1197598B1 (en) | 2008-07-09 |
Family
ID=3896705
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01203593A Expired - Lifetime EP1197598B1 (en) | 2000-10-10 | 2001-09-24 | A vibration system for rails |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1197598B1 (nl) |
AT (1) | ATE400699T1 (nl) |
BE (1) | BE1013746A3 (nl) |
DE (1) | DE60134707D1 (nl) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2513374A4 (en) * | 2009-12-14 | 2015-09-02 | Wilson Acoustics Ltd | RAIL VIBRATION ABSORBERS AND FASTENING MECHANISM THEREFOR |
EP2420620A1 (en) | 2010-08-16 | 2012-02-22 | Acciona Infraestructuras, S.A. | Damping material for railway rails |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2657860B1 (de) * | 1976-12-21 | 1978-06-29 | Krupp Ag Huettenwerke | Gleis fuer Schienenfahrzeuge |
JPH07189202A (ja) * | 1993-12-27 | 1995-07-28 | Tokyu Constr Co Ltd | レールの制振装置及び制振方法 |
FR2738263B1 (fr) | 1995-09-06 | 1997-10-31 | Hutchinson | Absorbeur de bruit pour rails d'une voie ferree |
JP3525020B2 (ja) * | 1996-11-26 | 2004-05-10 | 財団法人鉄道総合技術研究所 | 鉄道レール用磁性複合型制振材、鉄道レール制振装置、及び鉄道レールの制振工法 |
-
2000
- 2000-10-10 BE BE2000/0644A patent/BE1013746A3/nl not_active IP Right Cessation
-
2001
- 2001-09-24 AT AT01203593T patent/ATE400699T1/de not_active IP Right Cessation
- 2001-09-24 DE DE60134707T patent/DE60134707D1/de not_active Expired - Lifetime
- 2001-09-24 EP EP01203593A patent/EP1197598B1/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
EP1197598A1 (en) | 2002-04-17 |
DE60134707D1 (de) | 2008-08-21 |
BE1013746A3 (nl) | 2002-07-02 |
ATE400699T1 (de) | 2008-07-15 |
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