EP2109699A2 - Assiette des rails élastique continue - Google Patents

Assiette des rails élastique continue

Info

Publication number
EP2109699A2
EP2109699A2 EP07764749A EP07764749A EP2109699A2 EP 2109699 A2 EP2109699 A2 EP 2109699A2 EP 07764749 A EP07764749 A EP 07764749A EP 07764749 A EP07764749 A EP 07764749A EP 2109699 A2 EP2109699 A2 EP 2109699A2
Authority
EP
European Patent Office
Prior art keywords
rail
damping element
damping
under
load
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.)
Withdrawn
Application number
EP07764749A
Other languages
German (de)
English (en)
Inventor
Hubert C. Schwind
Horst Eilmes
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
EDILON)(SEDRA GMBH
Original Assignee
Edilon Sedra GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from DE200610028740 external-priority patent/DE102006028740B4/de
Application filed by Edilon Sedra GmbH filed Critical Edilon Sedra GmbH
Publication of EP2109699A2 publication Critical patent/EP2109699A2/fr
Withdrawn legal-status Critical Current

Links

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

  • Rail supports that support the rail along its length are referred to as continuous rail supports.
  • the contrast is a base camp, where the rail is only selectively supported, usually using transverse to the rails extending thresholds.
  • the legal regulation for preventive environmental protection provides the planner, the traffic-related noises and vibrations properly to planners assess and, where appropriate, provide for mitigation measures in the planning concept.
  • the problem of low-frequency vibration damping is solved by the SEDRA @ CX bearing, shown in the company publication Technical Release No. 7.02 / 09.04 of SEDRA GMBH, Wiesbaden, DE.
  • This offers the possibility to dampen system frequencies on the rail directly at the rail and thus to approach the damping possibilities of conventional mass-spring systems.
  • the discrete bearing typically at standard threshold spacing, has very low dynamic stiffness for efficient vibration damping without the need for high rail deflection.
  • the bearing has a specific elastomer with a linear spring characteristic.
  • the elastomer has a low ratio of static and dynamic stiffness and excellent electrical resistance.
  • the system is preloaded with a spring. This is completely relieved when loaded by the vehicle, so no vibration transmission takes place over the spring to the environment.
  • the bearing has a low dynamic stiffness, the pretension results in an apparent high static stiffness. This apparent high static stiffness of the system allows vertical and lateral control of the system
  • Preload spring ensures the stability of the system.
  • the warehouse was successfully used by several public transport companies.
  • Measurements have yielded vibration damping values of up to 26 dB (A) and are therefore comparable to conventional mass-spring systems.
  • the bearing is easy to assemble. Depending on the application and
  • Polyurethane wipes are adjusted.
  • the bearing can be adapted for all common fixings and thus completely the
  • Rail fasteners are to cover, making a repair difficult.
  • a generic longitudinal support is known from DE 38 34 329 A1.
  • the damping elements arranged below and on both sides along the rail are formed continuously, ie they extend over the entire longitudinal extent of the rail.
  • the rail is taken together with the insulating elements of a likewise continuously trained rail bearing, which has a rail pad and bolted to the rail base angled clamping plates.
  • the angled clamping plates act on the arranged on both sides along the rail damping elements in the horizontal direction and serve as support elements for these insulation elements.
  • Between the Foot of the rail and the rail pad are provided below the rail arranged damping elements.
  • These damping elements have a lower Shore hardness than the extending on both sides along the rail damping elements.
  • a plurality of profiles made of elastomeric material namely a base profile, which is arranged below the rail foot and is provided on both sides with flanges which fully or partially surround the rail foot, further wherein the base profile has a plurality of running in the rail longitudinal channels, which usually run in a direction parallel to the rail foot Level are arranged; two side profiles, which rest on both sides of the rail, wherein when using a Vignolesschiene the side profile on the Radkranzseite preferably has a track groove; as well as from a tie rod sheathing.
  • the base profile rests on a continuous casting or a longitudinal threshold. This will allow the rails in the context of municipal traffic a small deflection to about 1, 5 mm,
  • the damping elements Due to the lateral stabilization of the rail, which allows a comparatively large deflection of the rail in the prestressing points, there should be no loss of stability.
  • the required hardness of the damping elements or their permissible softness depends on the distance between the prestressing points with one another, on the extent of the damping elements arranged along the rail and under horizontal prestressing and also on the expected load on the rail mounting. Overall, however, the damping elements could be made surprisingly soft, without a "swimming" of the rail wheels of a train is observed relative to the base of the rail mounting.
  • the damping element may have a higher Shore hardness in the bias points than between the bias points.
  • the rail was raised slightly, making it possible to install the elastomer strips at a thickness greater than the height of the existing air gap, thereby causing the rail foot to deflect into the bearing strip and causing the material to damp the rail
  • the weight serves as surface load or preload the rail in a size of about 0.5 N / mm 2 .
  • the experimental section for continuous storage was about 50 m long. In the neighboring track was the previous superstructure in its original form. Therefore, comparative sound measurements were made under line operation. For recorded pass-bys, a measured and averaged A-weighted sum sound level was recorded.
  • the invention is based on the problem of proposing an improved rail storage, suitable for trams in the street, and thus in particular to reduce structure-borne noise.
  • the prior art provides to achieve the elasticity, even with continuous rail storage systems for airborne sound reduction to store the rail foot elastic.
  • Prefabricated, material-specific elastic rubber or polyurethane profiles are used, or the rail base is underpoured with liquid polyurethanes which crosslink by polymerization.
  • the solution according to the invention provides that in the case of a rail support for a rail of a railway track on a substantially continuously designed substructure with damping elements arranged continuously between the rail foot and the substructure with closed tracks a potting compound between rail head and surrounding road construction material the damping elements have at least one elastic layer wherein the damping elements arranged continuously over the entire length of the track have at least one elastic layer in which a vertical bias voltage (V) has been applied and the preload is selected such that the depression of the rail at a given load by the overrunning vehicle is less than that Permanently elastic extensibility of the potting compound. It does not matter if the rail is punctual is held down, for example, by acting on the rail from above resilient mounting rail or not.
  • V vertical bias voltage
  • the preload is adjusted according to the exact dimensions and considerations of special operation SZUStänrlen at the site derived from the load sizes of the wheels or axles of rolling over vehicles.
  • the magnitude of the preload is optimized mechanically and sound-optimized between the marginal parameters of the minimum and maximum load and depending on the required and desired level minimization and concretized.
  • the rail depression is minimized - on the one hand to improve the mechanical effects (multi-axial) on the usual rail joint constructions and also to minimize the detectable level increases in airborne sound (the noise). Due to the bias can be achieved with smaller rail subsidence level minimization, which can be achieved with slack bearings of the rail (without the rail foot holding down fixtures) only with much larger depressions. Large rail subsidence means the risk of damage to joints and road construction. It is absolutely necessary for the locally different states to determine the bias voltage and to realize it with a practicable system.
  • the elastic layer of the damping elements shall consist essentially of metallic and organic resilient materials, preferably of known elastomers and their mixtures, which can be adjusted to a specific - dynamic and static - spring stiffness, defined by a spring rate.
  • metallic and organic resilient materials preferably of known elastomers and their mixtures, which can be adjusted to a specific - dynamic and static - spring stiffness, defined by a spring rate.
  • polyurethane and mixture with it are preferred.
  • mechanical springs made of metal or metal composite possible.
  • a tension member or tie rod for example a tear-resistant thread, a screw or bolt. Screw connection, a rivet connection, a spring or a wire realized.
  • tie rods may be used by those skilled in the art depending on the material composition used.
  • the layer is to be held under tension continuously or in small horizontal distances of a few cm by vertically acting bracing elements connecting the sole plate and the rail foot.
  • a second variant comprises a damping element which, in addition to the sole plate, additionally has a cover plate facing the rail foot and the elastomer layer is clamped between the two plates.
  • the damping elements may comprise a continuous composite damping profile of a plurality of components extending along the rail, including two metal plates as sole plate and cover plate which are connected by tie rods, with which the elastomer layer can be placed under vertical bias.
  • the damping element may also consist of only one or more elastomer layers, which are as evenly as possible by tie rods under vertical bias.
  • a method is to highlight, namely the use of a prestressed damping element with a compressible under load by a maximum of 0.3 to 0.8 mm layer of metallic or organic spring materials, which is prefabricated separately, for the continuous rail storage of a track by is placed on a running in the rail longitudinal base under the rail.
  • the dynamic and static spring rate for the selected elastomer, the depression of the rail can be calculated and set for the load case by biasing to a maximum insertion depth of the rail of less than 1 mm.
  • a particular application of the invention comprises the arrangement of grooved rails of a track in the region of a level crossing point or stored in the road on a prestressed damping element, sfiitlic-h K ⁇ mmfirfijllbrpern equipped and ⁇ jndum nis about in height
  • Top edge rail are wrapped with road construction material, leaving a groove next to the rail head and this groove is encapsulated with elastic potting material, wherein the insertion depth of the rail is set under load less than the elastic elasticity of the potting material.
  • the damping element can be glued under the rail or mechanically clamped.
  • chamber filling bodies that is, further insulating or damping elements, can be used for sound damping or insulation.
  • the invention is primarily concerned with structure-borne noise, but it should not be overlooked that a reduction of structure-borne noise on the rail inevitably reduces secondary airborne sound and the membrane effect of rail web and rail foot and thus their airborne noise usually also hindered.
  • the damping element according to the invention is biased with elastomeric material and then mounted biased under the rail.
  • the material is calculated or formulated with its static and dynamic stiffnesses such that it would experience a rail depression, for example of about 3 mm, without the prestressing at a defined load from a tramway train. This depression would be too high for a closed track.
  • a bias corresponding to an equivalent of, for example, about 2.5 mm depression in the load case virtually such a depression is anticipated and it would take place only a design-induced Schieneneinsenkung under load of 0.5 mm. Not only the anticipation of the rail depression, but also the elimination of any free travel would bring the physical spring action and thus the damping performance to a high level.
  • Fig. 2a - b shows a second embodiment of the invention with a grooved rail analogous to Fig. 1;
  • Fig. 3a - d shows a third embodiment of the damping element
  • Fig. 4 shows a fifth embodiment of the invention as a section through a rail mounting in a street.
  • Fig. 1 shows a grooved rail 1 with the rail head 2 and 2 ', the rail web 3 and the rail foot 4.
  • Kammerphilllmaschine 6 and 6' are arranged, on the one hand to the rail head 2, 2nd 'And on the other hand reach to the rail 4 and cover the rail 4.
  • a Vignoles rail could also be used here, however, then the Verguss T shown here would be slightly laterally attached to the rail head section 2 1 , since the Vignolesschiene has no pronounced groove and the wheel flange of a wheel then above the Schienenvergusses T next to the rail head 2 has to roll.
  • Fig. 1b shows as rail section still the rail 4 and arranged below a separately prefabricated inventive damping element 20, consisting of two metal plates, the sole plate 22 and the cover plate 21, with the interposed elastomer 23.
  • the sole plate 22 and the cover plate 21 by tie rods by means the nuts 24 are compressed and thus create a bias in the elastomer, as indicated by the arrows with the reference symbol V.
  • this damping element 20 is slightly wider than the rail foot 4, which should come to rest on the cover plate 21.
  • the damping element 20 is wider and protrudes on both sides of the rail foot 4 below this, as can be seen on the cover plate 21 and the nuts 24.
  • Such a trained damping element may be glued under the rail or otherwise be attached to the rail, with no friction between the metal cover plate 21 and the bottom of the rail 4 should occur; Glue prevents such friction or corrosion.
  • a thin foam layer or the like may be interposed therebetween.
  • Fig. 2a shows a similar constellation on a grooved rail, but with a modified damping element 10.
  • This damping element consists here first of a sole plate 12, an elastomer 13 and attached to the sole plate tie rods 15, the side of the rail 4 over to grab.
  • tabs or claws 16 are slipped, which can be screwed down by means of nuts 14 in the manner shown by an arrow in a clockwise direction, so that, as the vertical arrows V show, a bias between the rail 4 and
  • FIGS. 1 and 2 a sectional view and a plan view, respectively, of a rail arrangement as such and with built-in chamber filling elements and of a potting compound closing the rail arrangement for the road surface have been shown.
  • FIG. 3 shows in subfigures 3 a to 3 d a damping element 30, which differs substantially from the damping elements 10 and 20.
  • the damping element 30 can be made endless in a defined width, which corresponds approximately to the rail foot width, since it is to be designed continuously under the rail foot 4.
  • the damping element 30 according to FIG. 3a consists of a relatively homogeneous elastomer mixture 34 whose dynamic and static spring rate has been adjusted by appropriate selection of material such that in the constellation according to FIG. 3a, shown in detail A again enlarged than FIG. 3c , the Damping element is compressed by about 1, 5 to 3 mm at a given load of eg 100 kN of a wheel of a tram, the rail 1 would so sink so deep.
  • On the top side of the damping element 30 are small rectangular plates 31 and in the same way at the bottom /
  • a tie rod here a thin wire 33.
  • the same constellation is shown again, but in this case the tie rod 33 has been massively shortened so that the cover plates 31 and the sole plates 32 pressure on the elastomeric part 34 and exercise produce such a bias voltage V, which leads to the rolling over of the wheelset that, depending on the bias, the compression / depression of the rail of the damping element 30 is only 0.3 to 1, 9 mm.
  • Fig. 3e is a plan view and in Fig. 3f is a side view of a similarly configured as shown in Figs. 3a to 3d damping element 40, in which case the damping element 40 is provided with circular coverslip 41 and circular sole plate 42, between the one Tie rod 43 is tensioned.
  • the tie rod 43 may, as described above, also shortened and braced, so that on the elastomeric member 44 by means of the pressure plates 41 and 42, a predeterminable bias can be applied.
  • Fig. 4 shows a concrete application of a grooved rail, which is installed in the street area.
  • the parallel second groove rail of the tram track is not shown; both grooved rails are connected by tie rods, also not shown, known per se from the prior art, so as to hold the track of the track.
  • a rail 1 with rail head 2 or 2 ⁇ rail web 3 and 4 rail foot is arranged on a longitudinal sleeper 9, a rail 1 with rail head 2 or 2 ⁇ rail web 3 and 4 rail foot is arranged.
  • the tab chambers or rail chambers are filled with Kammerglallmaschinen 6 and 6 ', outwardly through cover plates B, which cover the entire height of the outside of the chamber filling 6 or 6 1 and over the rail down, encapsulated. These cover sheets B are nailed to the Kammer hypollmaschine 6, 6 1 .
  • a damping element 50 Under the rail is a damping element 50, standing under pretension and prefabricated separately, arranged and glued to the rail. If there was a gap between the longitudinal sleeper 9 and the damping element 50, this gap has to be filled with grout 8, so that the surface of the grouting mortar 8 allows a continuous bearing of the damping element 50. If necessary, however, this grout 8 can also stay away, provided that the longitudinal sleeper 9 is correspondingly rectilinear and has no horizontal depressions and heights, so that the damping element 50 and the rail 1 can rest fully.
  • the longitudinal sleeper here also a very common concrete substructure or similar use can be found, and the Kammerglall stresses 6, 6 'are filled with appropriate soil E or other suitable material around the rail.
  • the top cover of the traffic area here a street, can be done by a patch P, so that the predetermined surface O terminates approximately with the rail head 2, 2 '.
  • the gap between the paving P and the rail head 2, 2 ' is filled with a potting compound 7 or 7'.
  • This mass 7, T is in principle permanently elastic, since it is intended to prevent ingress of water into the rail substructure or into the region of the rail support.
  • an asphalt layer can also be applied.
  • water destroys every structure as a result of ice blasting over time and can increase the electrical conductivity of the materials or also promote creepage currents, which should be avoided in any case in order to obtain a durable rail bearing.
  • a rolling traffic load L for example a wheelset of a tram with, for example, 100 kN load
  • the load also transfers via the rail foot 4 into the substructure 9 becomes.
  • the load entry is made with a before determinable low frequency and affects as structure-borne noise, which propagates on the longitudinal threshold or the concrete substructure 9. Buildings generally have a natural frequency of about 10 Hz, so that it must be avoided that a corresponding structure-borne sound excitation is passed through the rolling load L on the rail on the substructure 9 : then propagates.
  • the elastic member 50 By a biased damping element 50 caused by the load L Schieneneinsenkung the elastic member 50 is significantly reduced in the insertion depth T, since the bias of course forms a corresponding resistance to compression.
  • the reduction of the depression to desirably about 0.3 to 0.8 mm then has the consequence that the potting compound 7, T at its transition between the rail head 2, 2 'to the pavement P is also stretched only in this order of magnitude.
  • the depression is represented by the reference symbol T as it acts on the potting compound 7, T and on the damping element 50.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)

Abstract

L'invention concerne une assiette d'un rail d'une voie équipée de deux rails sur une infrastructure sensiblement continue, comprenant entre le patin de rail et l'infrastructure des éléments amortisseurs placés sans interruption, et l'utilisation d'un élément amortisseur préfabriqué précontraint pour l'assiette de rails continue. L'élément amortisseur doté d'une couche en matériau élastique métallique ou organique compressible sous charge de maximum 0,3 à 1,9 mm, réalisée en matériau élastique métallique ou organique, est préfabriqué séparément et est placé sur une infrastructure s'étendant dans la direction longitudinale des rails sous le patin de rails pour l'assiette continue d'une voie équipée de deux rails. Lorsque les voies ferrées sont fermées par une masse de remplissage entre le champignon de rail et le matériau de construction des routes environnant, des éléments d'amortissement doivent présenter au moins une couche élastique et une précontrainte verticale intrinsèque. Cette précontrainte est sélectionnée de telle façon que la dépression des rails pour une charge donnée due au véhicule qui passe, est inférieure à l'extensibilité élastique continue de la masse de remplissage.
EP07764749A 2006-06-20 2007-06-20 Assiette des rails élastique continue Withdrawn EP2109699A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE200610028740 DE102006028740B4 (de) 2006-06-20 2006-06-20 Kontinuierliche elastische Schienenlagerung
DE202006016616U DE202006016616U1 (de) 2006-06-20 2006-06-20 Kontinuierliche elastische Schienenlagerung
PCT/EP2007/005427 WO2007147581A2 (fr) 2006-06-20 2007-06-20 Assiette des rails élastique continue

Publications (1)

Publication Number Publication Date
EP2109699A2 true EP2109699A2 (fr) 2009-10-21

Family

ID=37670570

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07764749A Withdrawn EP2109699A2 (fr) 2006-06-20 2007-06-20 Assiette des rails élastique continue

Country Status (3)

Country Link
EP (1) EP2109699A2 (fr)
DE (1) DE202006016616U1 (fr)
WO (1) WO2007147581A2 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2570809B1 (es) * 2014-11-19 2017-02-28 Gestión Medioambiental De Neumáticos S.L. Soporte amortiguador de vibraciones para vías férreas
CN105200870B (zh) * 2015-09-18 2017-01-11 成都明日星辰科技有限公司 一种降音减震轨道

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3834329C2 (de) 1987-10-10 1999-12-09 Phoenix Ag Schienenlager
DE8915837U1 (de) * 1989-11-07 1991-08-29 Clouth Gummiwerke AG, 5000 Köln Einrichtung zum Lagern von Schienen für Schienenfahrzeuge
DE4328347C2 (de) * 1993-08-24 1997-06-26 Heinz Fischer Schienenlager
DE19516097C2 (de) * 1995-05-03 1999-01-28 Draebing Kg Wegu Schienenlagerung für eine Schiene
DE19605791C2 (de) * 1996-02-16 2001-04-26 Butzbacher Weichenbau Gmbh Anordnung zum Lagern einer Schiene
BE1010283A5 (fr) 1996-05-03 1998-05-05 Vanhonacker Patrick Procede de fixation de rails de voie ferree.
US6296195B1 (en) 1997-10-21 2001-10-02 Phoenix Aktiengesellschaft Rail system
DE19753328A1 (de) * 1997-12-02 1999-07-01 Sedra Asphalt Technik Biebrich Federnde Matte für Eisenbahnoberbau
BE1012466A5 (fr) 1999-02-05 2000-11-07 Vanhonacker Patrick Dispositif de support pour rails de voie ferree.
BE1013240A6 (fr) 2000-01-19 2001-11-06 Vanhonacker Patrick Dispositif de support pour rail de voie ferree.
JP2001355201A (ja) * 2000-06-12 2001-12-26 Railway Technical Res Inst 軌道用防振タイパッド
HRP20010072A2 (en) * 2001-01-29 2002-02-28 Mladenović Radomir Process of manufacturing synthetic supports for tram gauges
US7152807B2 (en) * 2004-08-24 2006-12-26 Nevins James H Pre-fastened rail pad assembly and method

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
None *
See also references of WO2007147581A2 *

Also Published As

Publication number Publication date
WO2007147581A2 (fr) 2007-12-27
WO2007147581A3 (fr) 2008-01-24
DE202006016616U1 (de) 2007-01-04

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