EP2238295A1

EP2238295A1 - Damping element

Info

Publication number: EP2238295A1
Application number: EP09705270A
Authority: EP
Inventors: Herwig Miessbacher
Original assignee: Semperit AG Holding
Current assignee: Semperit AG Holding
Priority date: 2008-02-01
Filing date: 2009-01-30
Publication date: 2010-10-13
Also published as: AT506434A1; WO2009094686A1; AT506434B1

Abstract

The invention relates to a damping element (1) for track construction, particularly a rail intermediate layer or a bed plate, comprising a base body having at least two edge parts (9, 10) and a center part (7), wherein the base body comprises a hard component (6) and a soft component (8) having elastic properties, the soft component having lower hardness than the hard component (6), and wherein the soft component (8) in the configuration of the damping element (1) as a rail intermediate layer forms a contact surface for a rail base of a rail (2). The center part (7) is made of the hard component (6) at least in some regions, and the two edge parts (9, 10) are made of the soft component (8) at least in some regions.

Description

damping element

The invention relates to a damping element for track construction, in particular a rail intermediate layer or a base plate, having a base body having at least two edge portions and a central portion, wherein the base body has a hard component and a flexible component having elastic properties, which has a lower hardness than that Hard component has, comprises, and the soft component forms in the embodiment of the damping element as a rail intermediate layer a bearing surface for a rail of a rail.

Rail liners are known to serve as an elastic damping element for decoupling vibrations between rail and threshold. Because of the associated with the elasticity depression of the rail, it comes to load distribution over several thresholds. During operation, the rail interlayer is subject to locally complex pressure, shear and tension loads.

Using soft rail pads (stiffness <80 kN / mm) reduces vibration and vibration on the track and rail vehicle, as well as reducing the inside sound level in the train, resulting in higher passenger satisfaction. However, soft rail pads have a higher wear, which leads to faster replacement intervals. The associated replacement of the rail liner is time consuming and costly. Although the use of hard intermediate layers (rigidity from 150 kN / mm) achieves a longer service life, the damping properties are not satisfactory with the same cost and effort.

For this reason, rail intermediate layers have already been proposed in the prior art, which consist of a combination of soft and hard components. For example, DE 10 2004 057 616 A1 describes a rail intermediate layer which, in order to prevent unacceptable tilting of the rail, has a higher rigidity in a limited region in its outer edge than in the remaining rail foot longitudinal region than in the remaining rail foot longitudinal edge region.

DE 101 48 411 A1 describes a rail interlayer with at least one plastic fabric base member which is positively connected with at least one elastic insert element. The base element is made of an injection molded part made of polyamide, the insert element consists of ethylene vinyl acetate. The insert element is arranged above the base element, thus forming a support for the rail foot, and is connected via a connecting element which projects beyond the surface of the base element and projects through a recess in the insert element.

DE 20 2005 005 535 U1 describes a rail intermediate layer which consists of two different elastic and hard polymer parts of different shape and thickness. The softer part is either in the edge region or in the middle, surrounded by the harder part and above this, arranged.

A similar embodiment to this is known from DE 296 08 777 Ul, according to which the rail intermediate layer is formed by at least two different elastic elements, with a harder border and a softer inner area with a greater thickness relative to the border.

US Pat. No. 5,335,850 A discloses a knob-shaped rail intermediate layer in which nubs of different heights are provided on both the underside and the upper side.

In all these embodiments, the rail pads have a relatively high elastomer content and are therefore expensive to manufacture.

In the field of so-called fixed carriageways are highly elastic base plates as

Replacement of the elasticity provided by a ballast bed used. For better load distribution, a load distribution element can be arranged on these underlay plates, on which the rail rests with the interposition of rail intermediate layers.

The object of the present invention is the cost-effective production of a damping element for track construction with improved damping properties.

This object of the invention is achieved by the aforementioned damping element, in which the middle part is at least partially formed from the hard component and the two edge parts at least partially from the soft component.

This use of a hard component makes it possible to save expensive elastomer volume, so that the use of material is minimized, in particular even when the hard component is made very thin, wherein the damping element according to the invention can have a similar stiffness behavior to currently used products. It is possible to adjust accordingly by appropriate selection of the elastomer for the two edge parts or at least a portion of the two edge parts, and by appropriate choice of the strip width or strip thickness for the soft component, the spring stiffness and the tilt stability of the rail thereon. This positioning of the soft component also achieves improved torsional stability.

To optimize the vibration behavior, in particular to set a specific spring characteristic, it is possible that the hard component is formed by a hard plastic, a hard elastomer or a metal or a metal alloy. By using a hard elastomer, e.g. With higher damping, as a "filler" between the soft component or by the use of a hard plastic on the one hand cost optimization can be achieved, compared to steel inserts, while the desired properties of the damping element, ie, for example, a high damping with high elastic recovery, targeted can be adapted to the particular intended use of the damping element, that is, for example, for use in overland extension or use in fixed lanes.

It should be mentioned at this point that hard plastic is understood as meaning a plastic having a hardness of at least 40 ShD to 200 ball indentation hardness according to DIN 53456 and a hard elastomer an elastomer having a hardness of at least 80 ShA to 50 ShD.

There is also the possibility that the hard component with fibers and / or a filler, for example chalk, kaolin, etc., is reinforced, as a result of which the loading capacity, in particular for hard components made of hard plastic or a hard elastomer, can be improved. In addition, the selection of certain proportions of reinforcing material in the hard component also influencing the vibration behavior is possible. These - A -

Portions of the reinforcing material may be selected from a range having a lower limit of 10% by weight and an upper limit of 60% by weight based on the total amount of hard component and reinforcing material. However, it is also possible to select this portion from a range with a limit of 20% by weight and an upper limit of 40% by weight.

The elastomer of the soft component may be a foamed elastomer to achieve a further cost reduction by reducing the elastomer content.

The soft component can be arranged on the hard component in a strip-like, knob-shaped or wavy manner, whereby combinations of these shapes, for example a combination of strip and nub shape or a combination of nub and wave form or a combination of strip and wave shape, are possible. By taking advantage of the high compressive stiffness of the hard component in addition to the appropriate choice of elastomer type and the choice of the strip width or the thickness of these strips or nubs or waves - viewed in the vertical direction - it is possible to realize a wide variety of spring stiffnesses, which in upper power range can be progressive or highly progressive. In this case, the strip width may comprise a region with a lower limit of 4 mm and an upper limit of 150 mm, in particular a region with a lower limit of 5 mm and an upper limit of 125 mm or an area with a lower limit of 10 mm and an upper limit of 75 mm. The thickness of the strips may be selected from a range with a lower limit of 20% and an upper limit of 100%, in particular a range with a lower limit of 30% and an upper limit of 70% or a lower limit range of 40% and an upper limit of 60%, the total thickness of the track liner. In particular, this total thickness of the rail intermediate layer can be in the range between 3 mm and 50 mm.

The surface structuring, in particular the strip shape, has the advantage that, for example, by the choice of the strip width or the strip thickness, an adjustment with respect to the spring stiffness and the tilt stability of the rail is possible. By positioning the strips can also in the edge portions of the damping element, in particular the rail intermediate layer, as well as in nubs in this area an improved torsional stability can be achieved. Furthermore, by means of a simple strip form, a local overstress can be prevented or reduced, which usually occurs with thick cracks, such as grooves or knobs. It is thus possible to increase the service life of the rail interlayer.

It is also possible that the nubs are arranged unevenly distributed over the surface of the middle part. For example, the notch density in the edge regions may be greater than in the middle region, in order to achieve a higher tilt stability of the rail. Due to the knob-shaped design, a strong reduction in the rigidity of the damping element is possible, in particular in the case of double-sided attachment of studs, whereby special consideration can be given to the requirements of fixed carriageway systems. Due to the nub-shaped design of the soft component as well as the different distribution of the nubs and the higher nub density in the more heavily loaded areas, a reduction in soft component, in particular a reduction of the elastomer content of the damping element, can also be achieved.

By arranging studs with different heights, it is again possible to adapt the damping element to the respective load case, with dimples of lesser height being able to be available as security for higher loads on the damping element. In any case, this in turn allows a reduction of the elastomer content.

In one embodiment, there is the possibility that not only knobs different heights are used, but that these knobs also have a different stiffness or a different damping behavior. For example, higher knobs lower stiffness and knobs with lower height have a higher stiffness, so that train passes at first act the higher knobs and only at higher stress by the compression of the higher knobs engagement with the less high knobs and this thus also to the total attenuation contribute to the vibration behavior.

For a long service life of the damping element, it is advantageous if the soft component is positively and / or materially connected to the hard component. It is in the frame- men of the invention, however, a Krafitschluss possible.

For further material savings, there is the possibility that recesses are arranged in the hard component, since this hard component can in and of itself have a high compressive rigidity. In addition, these recesses may also be used as "drains" for water entering the area of the damping element.

In a particular embodiment variant, these recesses are channel-shaped. In particular, these recesses or channels can also be closed, forming chambers, so that within the hard component fluid pads, e.g. Air cushion, are present, with which the vibration behavior of the damping element can be influenced.

To improve the positive connection, it is advantageous if the soft component at least a part of at least one end face of the hard component is arranged encompassing. It can thus be achieved that the hard component acts in the manner of a reinforcement for the soft component, so that the soft component has a stiffer behavior and thus more cost-effective materials, in particular elastomers, can be used for the soft component.

The projected surface of the functional soft component in plan view can be max. 75% of a cross-sectional area of the body in the same viewing direction amount. This reduction of the contact surface to the rail foot allows easier rail pulling. Rail pulling is particularly required when laying rails below normal temperature, as in this case the rail will be pre-stressed. This bias can cause a change in length of 10 cm to 20 cm. By reducing the adhesive surface, a tearing of the rail intermediate layer during this rail pulling is prevented, in particular the friction of the rail intermediate layer on the rail can be made adjustable by the soft components / hard component composition.

The term "functional soft component" is intended to express that it is possible "einhausen" the entire damping element, so for example with a To coat thin rubber layer, eg to achieve a better seal, so so from the outside only this rubber layer can be seen. However, the area fraction relates to the soft component, so that, if appropriate, a section parallel to the installation plane is to be considered by the damping element at the location at which this soft component is arranged.

In principle, it is possible to arrange a reinforcement for the reasons mentioned above in or on the surface of the soft component. This reinforcement is preferably made of the material of the hard component, whereby a reduction in the number of different materials can be achieved.

It is also possible that the soft component is designed to be multi-layered, for example, layers of different elastomers with different damping behavior. Again, this can be achieved by optimizing the damping behavior, a reduction of the material use of soft component. It is thus also a reduction in the height of the rail intermediate achievable.

The hard component may be partially formed with elevations, whereby an improvement of the overload protection of the damping element is achieved.

For a better understanding of the invention, this will be explained in more detail with reference to the following figures.

Each shows in a highly schematically simplified representation:

Figure 1 is a track structure in an oblique view.

Fig. 2 shows a first embodiment of a damping element cut in front view;

FIG. 3 shows the damping element according to FIG. 2 in plan view; FIG.

4 shows an embodiment of the damping element cut in front view; 5 shows a variant of the damping element in an oblique view.

Fig. 6 shows an embodiment of the damping element cut in front view;

7 shows a variant of the damping element in an oblique view.

8 shows a variant of the embodiment of the damping element in an oblique view with partially unrepresented soft component.

9 shows a variant of the damping element in an oblique view.

10 shows a variant of the damping element in an oblique view.

11 shows a variant of the damping element in an oblique view with partially unrepresented soft component.

12 shows a variant of the damping element in plan view.

FIG. 13 shows the damping element according to FIG. 12 cut in end view; FIG.

Fig. 14 shows a variant of the damping element in plan view;

FIG. 15 shows the damping element according to FIG. 14 cut in end view; FIG.

Fig. 16 shows a variant of the damping element in plan view;

FIG. 17 shows the damping element according to FIG. 16 cut in end view; FIG.

18 shows a variant of the damping element in plan view;

19 shows a variant of the damping element in plan view. 20 shows a variant of the damping element in plan view;

FIG. 21 shows the damping element according to FIG. 20 in an oblique view; FIG.

FIG. 22 an embodiment variant of the damping element in plan view; FIG.

FIG. 23 the end section of the damping element according to FIG. 22; FIG.

Fig. 24 shows a variant of the damping element in plan view;

FIG. 25 shows the damping element according to FIG. 24 cut in end view; FIG.

FIG. 26 shows an embodiment of the damping element cut in front view; FIG.

27 shows a variant of the soft component cut in front view;

FIG. 28 shows a variant of the soft component cut in front view; FIG.

FIG. 29 shows a variant of the soft component cut in front view; FIG.

Fig. 30 a variant of the damping element cut in front view;

Fig. 31 shows a variant of the damping element cut in front view;

FIG. 32 shows a variant of the damping element cut in front view; FIG.

Fig. 33 is a graph showing a comparison of measured spring characteristics of different rail pads;

Fig. 34 different Noppengeometrien in side view;

Fig. 35 shows the formation of the damping element as a base plate of a fixed track. By way of introduction, it should be noted that in the differently described embodiments, identical parts are provided with the same reference numerals or identical component designations, wherein the disclosures contained in the entire description can be analogously applied to the same parts with the same reference numerals or component names. Also, the position information selected in the description, such as top, bottom, side, etc. related to the immediately described and illustrated figure and are to be transferred to a new position analogous to the new situation.

All statements on ranges of values in the description of the present invention should be understood to include any and all sub-ranges thereof, e.g. is the statement 1 to 10 to be understood that all sub-areas, starting from the lower limit 1 and the upper limit 10 are included, ie. all subregions begin with a lower limit of 1 or greater and end at an upper limit of 10 or less, e.g. 1 to 1.7, or 3.2 to 8.1 or 5.5 to 10.

1 shows schematically a track structure with a damping element 1.

The damping element 1 is located between a rail 2 and a threshold 3. The rail 2 is fixed to the threshold 3 with the prior art fastening means 4.

Underneath the sleepers 3 is mostly gravel 5, whereby the superstructure body should react elastically to the train crossings.

Basically, lanes with threshold sockets and lanes can be distinguished in which the rails are mounted directly on the road (fixed carriageway). In some variants, the rails are partially poured or trapped in the roadway. The necessary elasticity is usually achieved by elastic materials that are mounted between the superstructure and substructure. Especially with fixed track systems, elastic elements are used as underlay plates under the actual rail fastening system. The dimensions of the rail intermediate layer, in particular length and width, arise mostly from the contact surface of rail 2 and threshold 3. In the context of the invention, however, other suitable shapes or sizes of the rail intermediate layer or the damping element 1 are possible. For example, this or this may be larger or smaller than the rail foot.

The damping element 1 can also be installed in the form of longer or larger plates or strips, especially on tracks with a solid track. The thus formed larger damping element 1 may extend over the entire width of such solid lanes or only over a portion of the width. Preferably, however, it is adapted in its length to the length of the roadway, in particular at least approximately the same length, wherein a plurality of damping elements 1 can be arranged one after the other or larger pieces can be used endlessly as rolled goods.

Figures 2 and 3 show a first embodiment of the damping element 1 as a rail intermediate layer cut in front view or in plan view. The main body of the rail intermediate layer comprises a hard component 6, which forms a middle part 7, and a soft component 8, which is arranged in edge parts 9, 10. In the hard component 6, at least one recess 11 is arranged in the form of a channel-like depression.

For the purposes of the invention, the term "edge part" is understood to mean that region of the rail intermediate layer or of the damping element 1 which extends from the respectively outermost soft component 8 to a transition thereof to the hard component 6. This expansion is to be considered either in the vertical or in the horizontal direction, depending on the variant of the invention.

The recesses 11 may be arranged regularly as shown, but they may also be grouped together irregularly or arranged in any other suitable manner on the rail intermediate layer or the damping element 1. The recesses 11 may have a variety of cross-sections, for example, elongated, semicircular, elliptical, round, polygonal, etc. may be formed. It is thus possible to drain rainwater. Likewise, it can be provided that the recesses 11, based on the total extent of the rail intermediate layer or the damping element 1, in the Center are higher and fall in the installed position to the edges of the rail intermediate position or the damping element 1, to allow an improved flow. However, this recess (s) 11 can also be used to reduce the flexural rigidity of the damping element 1. These recesses 11 may be arranged on the upper side and / or the underside of the damping element 1, for example alternately as shown in Fig. 3.

In order to prevent a possible loss of shape under pressure, optionally, in particular, the surface located in the installation position below can be provided with an additional reinforcement, which can be configured, for example, flat or rod-shaped or grid-like.

In the staggered arrangement of the recesses 11 shown here is also an improved bending ability of the damping element 1. Depending on the width of the thresholds 3 (Fig. 1) and the foot of the rail 2 (Fig.l), the width and the arrangement of the recesses 11 vary or be adapted to the respective requirements, ie for a greater flexural elasticity of the rail liner - if this is not already given due to the material (s) used - it is possible, these recesses 11 wider - in the course of the rails 2 - run - and vice versa.

In this embodiment variant, the soft component 8 is arranged both on the upper side facing the rail 2 (FIG. 1) and on the underside of the damping element 1. In particular in the area of the underside, this soft component 8 projects beyond the surface of the hard component 6, so that the damping element 1 does not rest on the threshold 3 (FIG. 1) over its entire surface. It is within the scope of the invention but also the possibility that this embodiment is reversed, d. H. Thus, that the soft component 8 protrudes beyond the surface of the hard component 6 in the region of the upper side of the damping element 1 and flush with the surface of the hard component 6 in the region of the bottom, whereby a flat support of the damping element 1 on the threshold 3 is made possible. In this case, therefore, the rail foot of the rail 2 lies only partially on the damping element 1, i. on the soft component 8. Furthermore, a variant is possible in which the soft component 8 projects beyond the surface of the hard component 6 on both sides.

In this variant of the damping element 1, the hard component extends nente 6 into the edge portions 9, 10 and is thus arranged in these edge portions 9, 10 between the soft component 8. Thus, the hard component 6 acts in a certain way as a reinforcement for the soft component 8. The edge parts 9, 10 are thus formed in three layers.

Furthermore, within the scope of the invention there is the possibility that a soft component 8 is also arranged at least in regions to support the rail foot on the hard component 6 in the middle part 7.

In general, in the context of the invention, the soft component 8 is arranged in particular at those points where it can absorb the pressure, tensile and torsional stresses that occur.

As material for the soft component 8, it is possible to use one or more, optionally foamed, polymers or elastomers, such as e.g. Natural rubber (NR),

Butyl rubber (HR) and / or isobutylene-isoprene rubber (XIIR), styrene-butadiene rubber (SBR), ethylene-propylene-diene rubber (EPDM), nitrile rubber (NBR), chlorine-sulphate polyethylene (CSM), chloropolyethylene ( CM), chloroprene rubber (CR), isoprene rubber, polybutadiene (BR), polyurethane (PU), thermoplastic elastomers, in particular thermoplastic vulcanizates (TPV), for example EPDM / PP, thermoplastic polyurethanes (TPU), styrene-based thermoplastic elastomers, for example thermoplastic Styrene triblock copolymers (SBS, SIS, SIBS), thermoplastic natural rubber (NR-TP), ethylene-vinyl acetate / polyvinylidene chloride (EVA / PVDC) cuts, nitrile-butadiene rubber / polypropylene (NBR / PP) blends , Polyether esters, polyetheramides, olefin-based thermoplastic elastomers (TPO), thermoplastic nitrile rubber (TP-NBR), thermoplastic fluororubber (TP-FKM), thermoplastic silicone rubber (TP-Q), copolymeric polyetherester (CPO, CPA), polyether blocka mide (PEBA), blends from networked! Ethene-propene rubber (EPM) or ethene-propene-diene rubber (EPDM) with polyolefins (TPO), blends of uncrosslinked EPM or EPDM in polyolefins, or mixtures or blends thereof.

The hard component 8 may be made of a metal or a metal alloy, for example a steel, in particular a stainless steel layer, or a polymer, in particular a hard plastic and / or hard elastomer, such as polyamide (PA), polyethylene (PE), especially ultra-high molecular weight polyethylene (UMWHPE), polypropylene (PP), polyethersulfone (PES), polyether ether ketone (PEEK), ethylene vinyl acetate (EVA). The hard component 6 has a greater hardness than the soft component 8. Optionally, the hard component 6 may be fiber-reinforced, for example with glass fibers, carbon fibers or metal fibers, or with

Fillers, such as e.g. Be reinforced chalk or kaolin. It is also possible to use hard rubbers as hard component 6.

FIG. 4 shows a variant embodiment of the damping element 1 or a rail intermediate layer in which the hard component 6 - as seen in cross-section - is completely surrounded by the soft component 8, ie embedded in it and thus serves as a reinforcement for the soft component 8 their vibration behavior, ie the elastic behavior to be able to adjust.

There is the possibility that the hard component 6 is visible in the end faces of the damping element 1, so that, for example, the damping element 1 can be produced in the form of an "endless extrudate." On the other hand, there is of course the possibility that the hard component 6 entirely depends on the Soft component 8 is included.

The sequence edge part 9, middle part 7, edge part 10 is in this embodiment - based on the installation position of the damping element 1 - in contrast to the horizontal sequence of the embodiment of FIGS. 2 and 3 - to see vertically.

Also in the embodiment according to FIG. 5, the hard component 6 is embedded in the soft component 8, in which case the sequence edge part 9, middle part 7, edge part 10 of the damping element 1 can be seen horizontally. The hard component 6 is arranged visible on the upper side of the damping element 1 or the rail intermediate layer, i. not covered by the soft component 8.

With the embodiment of the damping element 1 and the rail intermediate layer according to Fig. 6 is to be clarified, after this embodiment substantially corresponds to that of FIG. 4 that, depending on the desired compression behavior of the damping element 1, the thickness of the hard component 6 and the soft component 8 can vary in the vertical direction within the scope of the invention. In addition, it is shown that even the edge design itself of the damping element 1 may well be different, so for example. With rounded corners and edge corresponding to the embodiment of FIG. 6 or square according to the embodiment of FIG .. 4

FIG. 7 shows an embodiment variant of the damping element 1 or the rail intermediate layer in which the two edge parts 9, 10 in turn consist of the soft component 8 and the middle part 7 of the hard component 6. In essence, the proportion of the soft component 8 on the damping element 1 is at least approximately 2/3, that of the hard component 6 at least approximately 1/3. The hard component 6 also has recesses 11 in the form of holes with a circular cross section. Of course, these recesses 1 1 may also have a different cross section, for example. Elliptical, quadrangular, rectangular or polygonal.

The soft component 8 is in this embodiment variant in the edge portions 9, 10 both at the top and at the bottom of the damping element 1 via the hard component 6, i. the middle part 7, formed protruding. In this case, on the one hand on the upper side in the edge portions 9, 10 a level footprint for the rail foot of the rail 1 (Fig. 1) provided, on the other hand surrounds the soft component 8 a portion of end faces 12 of the hard component 6 and this soft component 8 additionally after 1) facing projections 13, which can be achieved by these projections 13 a better positional fixation of the damping element 1 on the threshold 3, namely by these projections 13 can be positioned on lateral end faces of the threshold 3, ie the damping element 1, the threshold 3 partially surrounds.

As can be further seen from FIG. 7, the soft component 8 has a gradation 14 in the transition region to the hard component 6. This gradation 14 creates a possibility that the hard component 6, which is relatively thin in this embodiment variant, is at least approximately completely covered in this transition region by the soft component 8 over the entire area or area, resulting in better adhesion or better cohesion the two components of the damping element 1 is achieved. In other words, this means that the hard component 6 at least in this transitional rich protrudes into the soft component 8. To achieve a better anchoring, there is the possibility that the hard component 6 is provided with recesses 11 in this transition region, so that therefore the soft component 8 can pass through these recesses 11.

The hard component 6 extends in this embodiment variant only up to the transition region, but there is also the possibility within the scope of the invention that the hard component 6 extends at least approximately into the region of end faces 15 of the soft component 8.

Fig. 8 shows a damping element 1 and a rail intermediate position in an oblique view from below. 7, the projections 13 are not formed here on the soft component 8, but on the hard component 6. These projections 13 serve the same purpose, namely the area surround the threshold 3. For better water discharge, these projections 13, as can be seen from Fig. 8, with recesses, eg Slits 16, be provided.

In this illustration, part of the soft component 6 is not shown in the edge parts 9 in order to make the edge region of the hard component 6 visible. This edge region, which is formed in the transition region to the soft component 8, has at least approximately semicircular projections 17, which in turn are provided with recesses 11, whereby the positive connection between hard component 6 and soft component 8 can be improved, as described above.

FIG. 9 shows an alternative embodiment of the damping element 1 or the rail intermediate layer, which is similar to that of FIG. 8. The difference is that in this embodiment, there is no transition region between the soft component 8 and the hard component 6 in the sense of the embodiment according to FIG. 8 and that the surface expansions of the hard component 6 and the soft component 8 are clearly different from that of FIG. 8. In particular, in this embodiment variant, the surface portion of the hard component 6 is significantly greater than the surface portion of the soft component 8. This area ratio may be in the range between 20% and 75%, in particular between 30% and 60%, of the total surface of the rail liner 1. The connection of the hard component 6 to the soft component 8 takes place in this embodiment variant on the projections 17 on the hard component 6, but these projections 17 are not provided in this embodiment variant with through holes. In order in turn to achieve a good connection or toothing between the two components of the damping element 1, the number of projections 17 is larger, whereby a larger surface is available. The cross section of these projections - viewed in plan view - can be designed differently, for example, round, sinusoidal, angular, triangular, etc.

Although not shown, there is also the possibility in this variant of the damping element 1 that the soft component 8 is projecting beyond the hard component 6 in the direction of the rail 2 (FIG. 1).

The embodiment variant according to FIG. 10 also shows a strip-shaped design of the soft component 8, wherein this damping element 1 additionally has a respective section formed by the hard component 6 in the two edge parts 9, 10, namely at the outermost edge regions. The hard component 6 is therefore not arranged exclusively in the middle part 7 in this embodiment, as is the case, for example, in the embodiment according to FIG.

FIG. 11 again shows a variant of the damping element 1 similar thereto. Again, the soft component 8 - in this illustration only one of the two soft components 8 is shown in FIG. 11 - is strip-shaped and the two edge parts 9, 10 are made of a combination of soft component 8 and hard component 6 is formed. In this embodiment, the hard component 6 forms a continuous surface element, which in turn may optionally have the projections 13 for partially enclosing the threshold 3 (FIG. 1). In this surface element, the recesses 11 are also arranged, these having a different cross section, namely an elongated, at least approximately elliptical in the middle part 7 and a circular in the two edge parts 9, 10. The soft component 8 penetrates the recesses 11 in the both edge parts 9, 10 for producing a greater bond strength between the two components. FIGS. 12 and 13 show a similar variant of the damping element 1 in plan view and in end view. Again, the soft component 8 in each case forms a strip in the edge parts 9, 10 and protrudes on the underside of the damping element 1 via the hard component 6. There is the possibility that the soft component 8 is molded onto the hard component 6 or that these two components are connected to one another via adhesive layers, that is, the hard component 6 has no projections 17, as is partially apparent from the foregoing.

Also a strip shape shows the execution of the damping element 1 according to FIGS.

14 and 15, wherein in this embodiment, the number of strips formed by the soft component 8 is greater than two. In essence, this embodiment has strips of equal width, both those of the hard component 6 and those of the soft component 8. These strips can be connected to one another by one of the methods described above. The two outermost regions are formed by the soft component 8 and a sequence of hard component 6 and soft component 8 is formed therebetween.

It is not absolutely necessary that the width of these strips of hard component 6 and soft component 8 is the same size but that they can also be formed with varying width. For example, the width of the hard component 6 may generally be smaller than the width of the strips of the soft component 8 or vice versa. It is also not mandatory that the width of the strip over the entire width of the damping element 1 is consistently large, but this width can also vary, for example, the strips in the two edge portions 9, 10 can be made with greater width, and those of Soft component 8 in the Mitteilteil 7 with a smaller width.

As can be seen in particular from FIG. 15, the soft component 8 protrudes beyond the hard component 6 on the underside of the damping element 1. In addition, the hard component 6 has a gradation on the underside, on which optionally also a soft component 8 can be arranged, wherein this soft component 8 on the underside of the hard component 6 may have a different hardness than that soft component 8, which over the entire height of the damping element 1 extends. It will ensures that when the damping element 1, which rests in the unloaded case only on the over the entire height extending soft component 8 is compressed, this additional soft component 8 comes into engagement with the threshold and thus the damping behavior of the damping element 1 and Rail liner contributes. In particular, this additional additional soft component 8 on the underside of the hard component 6 may have a higher strength than the soft component 8 extending over the entire height.

FIGS. 16 and 17 show a variant embodiment of the damping element 1 or the rail intermediate layer, in which the soft component 8 is formed in the shape of a knob with studs 18 and is arranged in the damping element 1 by corresponding recesses 11 in the hard component 6. In this embodiment, the sequence edge part 9, middle part 7, edge part 10 is again to be considered in the vertical direction, wherein the edge part 9 is formed entirely by the soft component 8, d. H. that edge part 9, which is formed on the underside of the damping element 1. The further edge portion 10 at the top of the damping element 1 consists of a combination of soft component 8 with hard component 6, as well as the Mitteilteil. 7

The knobs 18 are arranged in this embodiment uniformly with the same density and the same height over the surfaces of the hard component 6 distributed on the damping element 1 and are also in the two longitudinal side regions of the damping element 1, as can be seen in particular from FIG.

FIG. 18 shows a damping element 1, in which the soft component 8 is distributed in a wave-shaped manner over the surface of the hard component 6. Of course, in this variant, there is also the possibility that the soft component extends through the hard component 6. However, the "sandwich construction" can also be produced by soft component 8, hard component 6, soft component 8 such that these components are glued together or the soft component 8 is injected onto the middle part 7, ie the hard component 6. The corrugations of the soft component 8 are present arranged on the damping element 1 so that they extend transversely to the direction of the rail 2 in the installation position of the damping element 1 on the threshold 3 (Fig. FIG. 19 again shows an embodiment of the damping element 1, in which the soft component 8 is arranged diagonally on the hard component 6.

In this context, it should be pointed out that in particular the embodiment variants according to FIGS. 18 and 19 are schematic representations and, of course, all embodiments for the connection between the components or for the penetration of the hard component 6 through the soft component 8 corresponding to the other embodiments of the damping element 1 be transferred to these variants. In addition, the waveform and the angle of the orientation of the soft component 8 relative to the hard component 6 are variable.

FIGS. 20 and 21 likewise show a damping element 1, in which the soft component 8 in the form of the knobs 18 is formed. Again, these nubs 18 are disposed both at the bottom and at the top of the damping element 1, in each case opposite each other. In addition, two recesses 11 are formed in the hard component 6, in particular for dewatering.

It should be clarified with this embodiment that the density of the nubs 18 on the surface of the hard component 6 can vary quite, as can be seen in particular from Fig. 20, in which the notch density is significantly higher in the four corner regions than in the central region of the hard components 6. Generally, the notch density in the two edge parts 9, 10 may be greater than in the middle part 7.

Although the nubs 18 are shown with the same diameter - viewed in plan view - this diameter can be made varying. For example, the diameter of the dimples 18 may be smaller in the middle region, in which the mechanical load on the rail 2 is lower, and larger in the corner regions of the hard component 6. It is thus achieved a higher Randsteifϊgkeit. Other distributions of the dimples 18 over the surfaces of the hard component 6 are possible. Likewise, the nubs on the underside of the hard component - viewed in the installed position of the damping element 1 - can be designed with a lesser height compared to the nubs 18 at the top. The cross section of the nubs 18 may be selected, for example, round, elliptical, rectangular, square, or generally polygonal.

FIGS. 22 and 23 show a damping element 1 in plan view or front view, in which the soft component 8 is formed in two layers in the two edge parts 9, 10, as can be seen in particular from FIG. In particular, elastomers of different hardness are used for this soft component 8 in order to be able to adapt the deflection behavior of the damping element 1 accordingly.

The hard component 6 of the middle part 7 is provided with "negative nubs", which are formed on the underside of the hard component 6, ie with recesses, wherein, as this in turn from Figure 23 can be seen, on the underside of the Mitteilteils 7 also a filler material, in particular, a further hard component, if appropriate from a material different from the hard component 6, may be arranged, which projects at least partially into these "negative nubs" and is thus connected to the first hard component 6 of the middle part 7.

However, there is also the possibility that this additional material is formed by a further soft component with different hardness to the soft component 8 in the two edge parts 9, 10.

FIGS. 24 and 25 show a plurality of different embodiments of the damping element 1, wherein the soft component 8 is again arranged in strip form in the two edge parts 9, 10. In this case, the hard component 6 extends into the soft component 8, as a result of which a "sandwich structure" is formed at least partially in these two edge parts 9, 10, as indicated by the dashed line in the two edge regions with corresponding recesses 11 both in the middle part 7 and in the two edge parts 9, 10, the soft component 8 being inserted through the latter recesses 11. These recesses 11 in the two edge parts 9, 10 can be elliptical, square, rectangular or The recesses 11 in the middle part 7 are in particular elliptical, with nubs 18 being arranged in turn between two recesses arranged next to one another, likewise in the transition region between the recesses Hard components 6 and the soft component 8. These nubs 18 are present both at the top and at the bottom, as can be seen from Fig. 25 and may be formed, for example, from the material of the hard component 6, to the corresponding compression of the soft component 8 to support the rail 2.

However, there is also the possibility that these nubs 18 are formed from a soft component, or that mixtures of hard component 6 and soft component 8 are used.

Fig. 26 shows a damping element 1, wherein the hard component 6 in addition to the channel-like recesses 11, as shown in Fig. 2, also closed channel-like recesses 23 which are filled with a fluid, in particular air, to the bending stiffness of To be able to influence hard component 6. The soft component 8 covers in this vertical training both the top and the bottom of the hard component 6 over the entire surface.

Through these fluid channels, the spring stiffness can be adjusted via the thrust, optionally in addition to adjustment via pressure forces.

FIGS. 27 to 29 show different embodiments of multilayer soft components 8 with soft component parts 20, 21. Thus, for example, there is the possibility that, as shown in FIG. 27, the soft component 8 has channel-like recesses 19 in which at least in regions or of which at least one individual is filled with another material, for example with the hard component 6.

FIGS. 28 and 29 show an approximately two-layer configuration of the soft component 8 with a serrated or crenellated profile of the connecting surface, in order to improve the surface for connecting the two soft component parts 20, 21.

Of course, these embodiments are only a selection of possible conceivable embodiments of multilayer soft components 8, and the invention is not limited to these illustrated embodiments. There is also the possibility ability that more than two soft component parts are arranged or formed.

It is thus the deflection behavior of the soft component 8 can be adjusted accordingly.

In the embodiment variant of the damping element 1 according to FIG. 30, the soft component 8 is essentially limited to end faces 22 of the hard component 6.

According to the embodiment of the damping element 1 according to FIG. 31, this soft component 8 can also extend over a part in the edge parts 9, 10 on the underside of the damping element 1, wherein, as indicated by dashed lines, the soft component 8 also extends up to the top of the hard component 6 may extend, optionally with appropriate provisions for better integration of the soft component 8 in the hard component 6, as indicated by hook-shaped elements.

FIG. 32 shows a damping element 1 with a design of the soft component 8 as nubs 18, which are arranged on both the upper side and the lower side of the rail intermediate layer 1. It should be clarified with Fig. 32 that the knobs 18 may have a different height to influence the compression behavior or to ensure overload protection. Again, it is a purely schematic representation, the actual design of the heights depends on the particular requirements of the track bed or the fixed carriageway and the mechanical stresses that are introduced into this damping element 1. For example, the nubs 18 may have a height between 1 mm and 20 mm.

33 shows a graphical representation of the spring characteristic curves of different rail intermediate layers. The spring characteristics according to DIN 45673-1 were measured. The rail intermediate layer according to the invention is represented by the spring characteristic 24. This is a rail intermediate layer 1, in which the hard component 6 is formed by a polyamide and the soft component 8 based on an NR mixture with carbon black and inorganic fillers in the form of nubs 18, these nubs 18 on both sides of the hard component. 6 are arranged.

The other spring characteristics belong to rail interlayers 1 where the softening component consists of the same NR mixture. Various geometries / stripes were prepared. The extreme left-end spring characteristic and the spring characteristic with the lowest kink belong to prior art rail liners.

This graph clearly shows that the rail intermediate layer according to the invention has, in comparison to those of the prior art, more balanced properties over a very large range of deflection, in particular in the range between 18 kN and 68 kN, no sudden increase in the spring characteristic.

However, the rail pads according to the invention may also be designed so that from a defined load, the stiffness increases sharply, for example, from 70 kN, so as to provide an overload protection available.

In FIG. 34, embodiments for geometries of the dimples 18 of the soft component 8, which are arranged on the hard component 6, are shown. For example, the

Nubs 18 with rectangular or square or elliptical cross-section - viewed in side view - be executed. There are also recesses 25 e.g. in the center of the pimples 18 possible. As shown, these recesses 25 can extend into the region of a surface 26 or it is also possible for these recesses 25 to be arranged in the interior of the nubs 18, ie to form closed chambers.

Furthermore, it is possible for the nubs 18 to be cambered on a contact surface 27 for the rail 2 (FIG. 1) and / or for the sill 3 (FIG. 1), as indicated by dashed lines in FIG. It is thus achieved a more uniform surface pressure. The radius of the crowning can be selected from a range with a lower limit of 5 mm and an upper limit of 50 mm.

Furthermore, the peripheral area of the nubs 18 may be convex (middle nub 18 in FIG. 34) or concave (left nub 18 in FIG. 34).

The distance between the nubs 18 may also be selected so - at least in those areas with a higher load - that due to a bulge, for example in train crossings, the nubs 18 at least partially touch and "melt" into a larger knob, whereby the stability can be improved.

Fig. 35 shows the embodiment of the damping element 1 as a base plate of a fixed track. This base plate rests on a concrete surface and provides the required elasticity of the track bedding instead of a ballast bed. On the base plate, a load distribution element 28 is arranged in order to achieve a better pressure distribution. This load distribution element 28 may e.g. be formed by a metal plate, for example a steel plate.

At least one rail intermediate layer 29 can be arranged between the rail 2 and this load distribution element 28. This may be conventional or preferably be made of a damping element 1 according to the invention.

It should be noted in this regard that the above statements on the individual variants of the damping element 1 are at least partly also applicable to the embodiment "base plate", for example with regard to the formation of stiffeners and are therefore referred to to avoid repetition.

However, the damping element 1 according to the invention can not only be used as a rail intermediate layer or underlay plate, but is, for example, another arrangement, e.g. as side lining of recesses for rails on solid roads, also possible. In general, the damping element 1 is provided for the track construction as an element for damping sound and / or vibrations.

Generally, the soft component 8 may be made of a foamed and / or unfoamed elastomer, preferably having a hardness selected from a hardness range of between 30 ShA to 50 ShD, in particular a range having a lower limit of 40 ShA and an upper limit of 30 ShD and a lower limit of 50 ShA and an upper limit of 90 ShA.

On the other hand, the polymeric hard component 6 may have a hardness formed by a region having a lower limit of 40 ShD and an upper limit of 200 ball pressure hardness (according to DIN 53456) or a range with a lower limit of 60 ShD and an upper limit of 100 ball indentation hardness (according to DIN 53456).

Furthermore, the hard component may have a thickness between 0.1 mm and 10 mm.

It may further be provided that the main body has a deflection, selected from a range with a lower limit of 0.01 mm and an upper limit of 5 mm. By this behavior of the body under load, a better adaptation to the respective installation and operating conditions can be achieved.

For better tuning, the deflection may have a value selected from a range with a lower limit of 0.1 mm and an upper limit of 3 mm, or according to one embodiment of the invention, this value may be selected from a range with a lower limit of 0.3 mm and an upper limit of 2 mm.

The damping element 1 can be produced at least partially by pressing or injection molding or extrusion. For example, the hard component 6 can be injection-molded, onto which the soft component 8 is subsequently sprayed or vulcanized.

Likewise, depending on the starting materials and the requirements of the properties, methods such as compression molding (CM), transfer molding (TM), injection molding (IM), laminating, crimping or continuous casting can also be used for the connection of the components of the main body.

Since these methods belong to the prior art, reference is made to the relevant literature.

In order to achieve an improved adhesion of the parts to each other, at least individual elements of the spring element can be pretreated with a primer. By means of this chemical surface treatment, substances which are difficult to bond, for example plastics which are difficult to bond, can also be connected to one another, for example by a special primer for rubber-metal bonds, by adhesion promoters, which at the same time act as corrosion protection of metals, by modifying the material surfaces spe- for injection molding.

Instead of the fiber reinforcement of the hard component 6 and / or the soft component 8, reinforcement with fabrics is also possible. Wirrfaserverstärkungen can be used.

It is further possible that the soft component 8 is chemically bound to the hard component 6 to form covalent bonds.

It is possible with the damping element according to the invention an optimization of the static or quasi-static and the dynamic product properties.

The damping element 1 may have a stiffness in the range between 5 kN / mm and 500 kN / mm, in particular between 10 kN / mm and 150 kN / mm, for example between 15 kN / mm and 100 kN / mm. Due to the energy adsorption by the soft component 8 and its compliance, shocks are introduced more uniformly into the threshold. Due to the concentration of the "spring elements" at the area of the outer ends, i.e. their main arrangement in these areas, the tipping stability is higher because the pivot point of the rail foot is closer to the rail foot end.

The new damping element 1 also has advantages with regard to embodiments with very low rigidity (c _s tat smaller 18 kN / mm), since such damping elements can not or only very difficult to be molded. Here, by partially replacing the soft component 8 with the hard component 6, the invention offers the possibility of simpler production, for example by vulcanizing the soft component 8 onto the hard component 6.

The stiffening factor according to DIN 45673-1 (C _dyn / c _stat ) lies in particular in a range with a lower limit of 0.9 and an upper limit of 7, or in an area with a lower limit of 1.1 and an upper one Limit of 3. Preference is given to a possible low stiffening of the damping element 1 and the rail intermediate position for high-speed lines.

The static or quasi-static stiffness of the damping element 1 according to DIN 45673-1 may be selected from a range with a lower limit of 5 kN / mm and an upper limit of 150 kN / mm. The load capacity is up to 300 kN.

The exemplary embodiments show possible embodiments of the rail liner 1, it being noted at this point that the invention is not limited to the specifically illustrated embodiments of the same, but also various combinations of the individual variants are possible with each other and this possibility of variation due to the teaching of technical action representational invention in the skill of those skilled in this technical field.

For the sake of order, it should finally be pointed out that, for a better understanding of the structure of the rail interlayer 1, these or their components have been shown partly out of scale and / or enlarged and / or reduced in size.

REFERENCE NUMBERS

1 damping element

2 rail

3 threshold

4 fasteners

5 gravel

6 hard component

7 middle part

8 soft component

9 edge part

10 edge part

11 recess

12 face

13 lead

14 gradation

15 face

16 slot

17 lead

18 pimples

19 recess

20 soft component part

21 soft component part

22 face

23 recess

24 spring characteristic

25 recess

26 surface

27 contact surface

28 load distribution element

29 rail interlayer

Claims

Patent claims

1. Dämpfüngselement (1) for the track construction, in particular rail intermediate layer or base plate, having a base body, the at least two edge parts (9, 10) and a middle part (7), wherein the main body a hard component (6) and one, elastic Soft component (8) which has lower hardness than the hard component (6), and in which the soft component (8) in the embodiment of the damping element (1) forms a bearing surface for a rail foot of a rail (2) characterized in that the middle part (7) at least partially from the hard component (6) and the two edge parts (9, 10) at least partially from the soft component (8) are formed.

2. Damping element (1) according to claim 1, characterized in that the hard component (6) is a hard plastic, a hard elastomer or a metal or a metal alloy.

3. damping element (1) according to claim 1 or 2, characterized in that the hard component (6) is reinforced with fibers and / or a filler.

4. damping element (1) according to one of claims 1 to 3, characterized in that at least a part of the soft component (8) is foamed.

5. damping element (1) according to one of claims 1 to 4, characterized in that the soft component (8) is strip-shaped, knob-shaped or wavy.

6. damping element (1) according to claim 5, characterized in that the knobs (18) over a surface of the central part (7) are arranged distributed unevenly.

7. damping element (1) according to claim 5 or 6, characterized in that the base body has knobs (18) of different heights.

8. Damping element (1) according to one of claims 1 to 7, characterized in that the soft component (8) is positively and / or materially connected to the hard component (6).

9. damping element (1) according to one of claims 1 to 8, characterized in that in the hard component (6) recesses (11, 19) are arranged.

10. damping element (1) according to claim 9, characterized in that the recesses (11, 19) are channel-shaped.

1 1. damping element (1) according to one of claims 1 to 10, characterized in that the soft component (8) at least a part of at least one end face (15, 22) of the hard component (6) is arranged encompassing.

12. Damping element (1) according to one of claims 1 to 11, characterized in that a projected surface of the functional soft component (8) in plan view is at most 75% of a cross-sectional plane of the base body in the same viewing direction.

13. Damping element (1) according to one of claims 1 to 12, characterized in that in the or on the surface of the soft component (8) a reinforcement is arranged.

14. Damping element (1) according to claim 13, characterized in that the reinforcement consists of the material of the hard component (6).

15. Damping element (1) according to one of claims 1 to 14, characterized in that the soft component (8) is formed in multiple layers.

16. Damping element (1) according to one of claims 1 to 15, characterized in that the hard component (6) is partially formed with elevations.