EP3485089B1 - Système d'amortissement pour voies - Google Patents

Système d'amortissement pour voies Download PDF

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Publication number
EP3485089B1
EP3485089B1 EP17754252.9A EP17754252A EP3485089B1 EP 3485089 B1 EP3485089 B1 EP 3485089B1 EP 17754252 A EP17754252 A EP 17754252A EP 3485089 B1 EP3485089 B1 EP 3485089B1
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EP
European Patent Office
Prior art keywords
rail
region
rail head
lateral
flank
Prior art date
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Active
Application number
EP17754252.9A
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German (de)
English (en)
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EP3485089A1 (fr
Inventor
Matthias Klug
Bernd Pahl
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Sealable Solutions GmbH
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Sealable Solutions GmbH
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Publication date
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Priority to HRP20220880TT priority Critical patent/HRP20220880T1/hr
Publication of EP3485089A1 publication Critical patent/EP3485089A1/fr
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Publication of EP3485089B1 publication Critical patent/EP3485089B1/fr
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/08—Composite rails; Compound rails with dismountable or non-dismountable parts
    • E01B5/10—Composite grooved rails; Inserts for grooved rails
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B21/00—Track superstructure adapted for tramways in paved streets

Definitions

  • the invention relates to a damping arrangement for tracks to be driven on by rail vehicles with flanged wheels, according to the preamble of claim 1, and the use of a side profile in a damping arrangement, according to the preamble of claim 10.
  • Damping arrangements for tracks with, for example, grooved and Vignole rails are known in principle. Such arrangements generally include damping profiles lying laterally on the rails. From the WO 2001/014642 A1 For example, a damping profile is known which, when in use, only partially fills the rail chambers and leaves it open on the side facing away from the rail web, and in which the area of the damping profile that can be attached or is located directly on the underside of the rail head is elastically flexible towards the rail head. The damping profile ensures both noise dampening and electrical insulation of the grooved rail.
  • Attenuation arrangements are also from the CN 103452016A , EP 1518963 B1 , DE 4322468 A1 , EP 0692572 A1 , US5464152A , DE19646133A1 , WO 2001/083889 A1 , DE 197 06 936 A1 , DE 8520560 U1 , DE 8811396 U1 , DE 3345388 A1 , DE 10302521 A1 , DE 19939838 A1 , U.S. 2003/0168519 A1 and US4606498A famous.
  • SLV longitudinal rail casting
  • the object of the present invention is to enable rails to be dampened which avoids the above disadvantages, and in particular requires less work and maintenance.
  • the damping arrangement enables an effective damping of tracks with, for example, Vignole or grooved rails, in particular those that are embedded in a rigid base, for example concrete or asphalt.
  • the damping arrangement provides a side profile, ie a damping profile arranged to the side of the rail, which is designed in such a way that it can assume the function of the rail longitudinal encapsulation, so that its use can be dispensed with entirely.
  • the damping profile absorbs the movements of the rail, which are caused, for example, by the rail vehicle driving on the rail or by individual traffic (cars, buses, trucks), on the other hand, with appropriate dimensions, it ensures that the wheel bandage of the rail vehicle driving on the rail, e.g.
  • the tram does not run on the hard surrounding material, but, with the corresponding wear of the rail head, on the upper edge of the side profile.
  • the width of the damping profile can be adjusted in the area of the lateral outer edge of the rail head, in particular the solid area provided there far from the rail, according to the wheel bandage or its part protruding over the outer edge of the rail head.
  • the upper edge of the side profile can thus be designed in such a way that it is always wide enough for the wheel to run on the side profile when driving down the rail and for abrasion to take place in the same way as the rail.
  • a “rail” is understood here as a railway rail, for example a grooved rail, Vignole rail or crane rail.
  • the term “near the rail” means in close proximity to the rail or oriented toward the rail, while “far from the rail” means away from the rail or oriented away from the rail.
  • a “near-rail area” in relation to a side profile is, for example, an area that is immediately adjacent to or close to the rail, while a “far-rail area” of the side profile is an area that is spaced from the rail, for example located at the outer edge of the side profile or forms this outer edge.
  • outer and inside in relation to the damping arrangement according to the invention relate to the usual track construction with two parallel rails and a track interior lying in between.
  • the terms “outside”, “outside” etc. thus denote an orientation away from the inside of the track.
  • the term “outer side profile” therefore designates a side profile on the outside of a rail, ie the side of the rail facing away from the inside of the track.
  • inner side profile denotes a side profile which is arranged on the side oriented towards the inside of the track.
  • outer rail head flank refers to a flank of the rail head pointing away from the inside of the track
  • outer rail head underside means that underside of the rail head which lies on the opposite side of the rail from the inside of the track.
  • the flanges of the flanged wheels of rail vehicles are also regularly oriented towards the inside of the track.
  • a “flanged wheel” is understood here to mean a wheel that has a wheel flange that protrudes at the edge of the wheel disk over a running surface of a wheel.
  • the tread is also referred to here as a "wheel bandage”.
  • the cavities in the elastomeric material are preferably filled with gas, for example air, and can be deformed or compressed under compression, so that elastomeric material is displaced at least into part of the cavities by compression of the side profile.
  • the cavities can, for example, be oval or longitudinally oval in profile cross-section and, for example, 4 to 6 mm wide and 10 to 20 mm long.
  • the cavities can also be arranged in two or more rows in the horizontal direction, particularly in the region of the lateral outer rail head flank in the vicinity of the rails.
  • the cavities preferably extend in the longitudinal direction of the profile, so that they form corresponding longitudinal channels.
  • "Longitudinal profile direction" means the longitudinal direction of the side profile, i.e. the direction parallel to the course of the rail.
  • the cavities are preferably arranged in such a way that in the direction transverse to the longitudinal direction of the outer side profile, ie in the direction away from the rail towards the rigid surrounding material, webs of solid profile material are formed which run through the elastically flexible area. Together with the cavities, the ridges act to dissipate the forces acting on the rail without placing the area of contact with the surrounding material under significant compressive stress or movement.
  • the solid area in the area of the outer side of the rail head that is far from the rail is designed without cavities and has the appropriate Shore hardness.
  • the solid area which preferably directly adjoins the surrounding material, eg the surrounding concrete, and can also be connected to it by suitable measures, eg teeth, fibers, adhesives, etc., preferably has a larger cross section than the elastically flexible area.
  • the outer side profile has a larger cross section in the area of the lateral outer rail head flank than in the area of the underside of the rail head, i.e. it tapers towards the underside of the rail head.
  • the outer side profile rests against the outside of the rail in the area of the lateral outer rail head flank, in the area of the outer underside of the rail head and in the area of the rail web.
  • the side profile is preferably also in contact with at least part of the foot of the rail. It can also be designed in such a way that it encompasses the rail base from above.
  • the outer side profile in the area of the lateral outer rail head flank has a width W which corresponds at least to the maximum overhang X of an edge bandage of a flanged wheel beyond the lateral outer rail head flank.
  • the width W is thus preferably at least large enough that the protruding part of the edge bandage runs on the upper edge of the outer side profile and not on the hard surrounding material, e.g. the surrounding concrete or asphalt, when the rail runs accordingly.
  • the adaptation of the width W is preferably carried out by a corresponding expansion of the solid area outwards, i.e. in the direction away from the inside of the track. It is preferred if, in the area of the lateral outer rail head flank, the solid area remote from the rail has a greater extent than the elastically flexible area close to the rail.
  • an upwardly open recess can be provided in which, for example, electrical devices, for example signaling devices, for example LEDs, can be arranged.
  • electrical devices for example signaling devices, for example LEDs
  • the visible surface of the solid and possibly also of the elastically yielding area can also be colored, for example with a luminescent color.
  • the rail can be a flat bottom, crane or grooved rail, for example.
  • the damping assembly may have an inner side profile that is substantially axisymmetric to the outer side profile.
  • this is not necessary. Rather, a side profile known from the prior art can also be arranged on the inside of such a rail.
  • the rail is designed as a grooved rail.
  • the rail head of such a grooved rail comprises a rail with a rail head and a guide rail with a guide rail head and a groove formed between the rail and the guide rail.
  • the guide rail which can be designed in one piece with the rail or as a separate element that can be connected to the rail, faces the inside of the track.
  • this embodiment includes an inner side profile made of elastomeric material, i.e.
  • the elastically flexible area is an area with cavities in the elastomeric material, with the cavities in the area to the side of the guide rail flank preferably being arranged horizontally in two or more rows.
  • the outer and/or inner side profile are preferably made of a preferably electrically insulating elastomeric material, preferably styrene-butadiene rubber (SBR), natural rubber (NR), a natural rubber-butyl rubber mixture (NR/BR) or ethylene-propylene Diene copolymer (EPDM).
  • SBR styrene-butadiene rubber
  • NR natural rubber
  • NR/BR natural rubber-butyl rubber mixture
  • EPDM ethylene-propylene Diene copolymer
  • cross section of the outer and/or inner side profile decreases towards the foot of the rail. Both side profiles thus taper towards the foot of the rail.
  • the outer and/or inner side profile does not completely fill the associated rail chamber.
  • the outer and/or inner side profile therefore has a comparatively small cross section in the area of the associated rail chambers.
  • the outer and/or inner side profile is therefore particularly preferably strip-shaped trained and can be applied to the contour of the rail.
  • Strip-shaped means here that the side profile is essentially flat and has a comparatively small thickness.
  • Such a side profile is comparatively easy to manufacture and winding of the profile is also facilitated, thereby preventing deformation and enabling longer and cheaper lengths to be provided.
  • such a configuration facilitates adaptation to the rail contour.
  • the outer and/or inner side profile has at least one buckling groove.
  • This can be a notch in the side profile, so that the cross section of the longitudinal profile is reduced and bending or buckling is facilitated in this way.
  • the outer and/or inner side profile can consist of several separate parts. However, it is preferred that the outer and/or inner side profile is formed in one piece. However, this does not rule out the possibility that the outer and/or inner side profile can have different materials and is produced, for example, by means of coextrusion of these different materials.
  • the outer and/or inner side profile can essentially completely cover the respective side area, i.e. the outside or inside of the rail.
  • the side profile essentially covers the areas of the rail that point in the horizontal direction.
  • the outer and/or inner side profile rests against the rail in such a way that its lateral surfaces are essentially completely covered. In this way, the side surfaces of the rail can be isolated from moisture, etc.
  • the outer and/or inner side profile can, in particular in the area of the rail head and/or the guard rail, i.e. in the area on the side and below the rail head or the guard rail, via fibers that are firmly connected to the side profile and protrude beyond the side profile surface, in the surrounding material, eg concrete or asphalt, to be anchored.
  • the fibers can be embedded directly in the profile material or in a be embedded in the adhesive layer arranged on the profile surface.
  • the fibers can be connected to the profile by means of electrostatic flocking, for example.
  • the fibers can consist, for example, of metal, glass, cotton or plastic, for example of polyamide, polyester or aramid.
  • the fibers are preferably of essentially the same length.
  • Suitable fiber lengths can easily be determined by a person skilled in the art.
  • the fiber length can be, for example, 0.5-12 mm, preferably 1-10, 1-7, 1-5, 1-4 or 1-3 mm.
  • the number, type, cross section, length and penetration depth of the fibers can be selected or adapted by a person skilled in the art depending on the respective purpose and taking into account the forces to be expected or to be absorbed.
  • the connection between the outer and/or inner side profile and the surrounding material by means of fibers does not have to be such that each of the fibers is anchored at one end to the outer and/or inner side profile and the other end to the surrounding material. Rather, there is also the possibility that fibers connected to the outer or inner side profile and fibers connected to the surrounding material are connected indirectly via other fibers in the manner of a fleece, so that a fiber fleece is arranged between the side profile and the surroundings.
  • the outer side profile is preferably substantially flush with the rail head surface with its upper surface running transversely to the web of the rail.
  • the upper surface is therefore preferably essentially in the plane of the rail head surface to be traveled over by the wheel bandage of a flanged wheel.
  • the expression that the upper surface of the outer side profile lies "substantially in the plane of the rail head surface” can also mean here that the upper surface lies just below or above the rail head surface. More preferably, the upper surface of the outer side profile lies substantially in both the plane of the rail head surface (in the case of a grooved rail in the plane of the surface of the running rail head) and substantially in the plane of the surface of the surrounding material. The same preferably also applies to the inner side profile.
  • Reinforcements for example steel sheets, perforated sheets, etc., can also be provided, in particular in the area of the rail head and/or the guide rail, which support or enclose the profile.
  • the invention also relates to the use of a side profile made of elastomeric material as an outer side profile for a rail of tracks to be driven on by rail vehicles with flanged wheels in a damping arrangement according to the first aspect of the invention, the rail i) having a lateral outer rail head flank and a rail head having an outer rail head underside, ii) a rail web, iii) a rail foot and iv) an outside facing away from the inside of the track, and wherein the side profile is designed such that at least in the area of the lateral outer rail head flank and in the area of the outer rail head underside on the outside of the Rail to be created, and wherein the side profile in the area of the outer rail head underside and in the area to be applied to the lateral outer rail head flank area coming to lie close to the rail against the rail head elastically flexible area ch with cavities in the elastomeric material and in the area to be placed on the lateral outer edge of the rail head has a solid area remote from the
  • the side profile is adapted and configured to be used advantageously as an outer side profile in a damping arrangement according to the first aspect of the invention.
  • the cavities of the elastically flexible area which comes to rest in the area of the lateral rail head flank, are preferably arranged in at least two rows in the horizontal direction.
  • the cavities of the elastically flexible area are arranged in such a way that webs of solid profile material that run through the elastically flexible area remain in a direction transverse to the longitudinal direction of the side profile.
  • the solid area that comes to rest in the area of the lateral outer rail head flank preferably has an extent z that is greater than the extent y of the elastically resilient area that comes to lie in the area of the lateral outer rail head flank.
  • the wording according to which the side profile can be non-positively connected to a rigid surrounding material refers to the fact that the teeth or fibers can be embedded in a material that is initially free-flowing and then hardens into a rigid material, eg concrete.
  • figure 1 shows a cross-sectional view of a part of a generic damping arrangement, as is known from the prior art.
  • a rail 2 designed here as a grooved rail with the rail head 3.
  • the rail head 3 is a groove 38 for receiving the flange 13 of a flanged wheel 12, for example a tram wheel, rolled.
  • a running rail 33 and a guide rail 34 are formed with the groove 38 in between.
  • the rail 2 is embedded in a rigid surrounding material 19, such as concrete or asphalt.
  • the rail 33 has a rail head 35
  • the rail 34 has a rail head 36 , a side rail flank 37 and a lower side 39 of the rail.
  • An outer side profile 18 essentially filling the outer rail chamber 21 is arranged on the outside 6 of the rail 2, ie on the side of the rail 2 facing away from the inside 11 of the track.
  • a longitudinal rail encapsulation 17 made of a suitable encapsulation material is introduced into a joint 45 milled into the rigid surrounding material 19 .
  • Part of a flanged wheel 12 with a flange 13 and a wheel bandage 14 located on the rail 33 is also shown.
  • the longitudinal rail casting 17 serves, among other things, as an expansion joint and also to prevent the wheel bandage 14 from running on the rigid surrounding material 19 as the rail 33 wears down.
  • the width of the longitudinal rail casting 17 is adapted to the width of the wheel tire 14 accordingly.
  • FIG 2 shows a cross-sectional view of an embodiment of a damping arrangement 1 according to the invention.
  • a rail 2 designed as a grooved rail is shown.
  • the outer side profile 7 essentially has three sections A, B, C, which are separated here by buckling grooves 26 .
  • the outer side profile 7 lies with section A in the area of the lateral outer rail head flank 31 and in the area of the outer rail head underside 32, with its section B in the area of the rail web 4 and with its section C on a part of the upper side of the rail foot 5 on the outside 6 the rail.
  • a foot profile 25 made of elastomeric material embracing the rail foot 5 from below is in engagement with the end of the outer side profile 7.
  • the cross section of the outer side profile 7 tapers in the direction of the rail foot 5.
  • the outer side profile 7 is geometrically at the contact surface to the rail to the Shape of the rail 2 adjusted.
  • the buckling grooves 26 ensure here that the outer side profile 7 can be placed more easily against the outer shape of the rail 2 .
  • the elastically flexible area 9 is created by cavities 15, which are oval in cross section, for example, in the elastomeric material of the outer side profile 7.
  • the cavities 15 extend in the longitudinal direction of the outer side profile 7, i.e. in the direction perpendicular to the plane of the paper, and thus form parallel to the rail 2 running longitudinal channels in the outer side profile 7.
  • the cavities 15 in the upper part of the soft area 9 are arranged in two rows in the horizontal direction.
  • the cavities 15 located on the side and below the rail head 3 have, for example, a width of 4-6 mm and a length of 10-20 mm.
  • the cavities 15 are arranged in such a way that in the longitudinal direction of the outer side profile 7 there are continuous webs 46 made of solid profile material, which extend in a direction transverse to the longitudinal direction of the outer side profile 7 through the elastically flexible area 9 (see also 3 ).
  • the horizontal and vertical movement of the rail 2 can be absorbed/dissipated via the webs 46 and the cavities 15, without the contact area for in this figure to put surrounding material 19, not shown, substantially under compressive stress or movement.
  • the arrangement of cavities 15 seen horizontally in several rows, also absorbs the vertical movement in the direction of the outer edge of the outer side profile 7 , particularly in the area of the lateral outer rail head flank 31 .
  • a solid area 10 is provided in the outer side profile 7 remote from the rail, i.e. in the part of the outer side profile 7 that is further away from the rail 2.
  • the dimensions of the solid area 10 can be at least 20 ⁇ 30 mm, for example. This supports the connection area, especially in the upper area, and avoids breaks and cracks.
  • the arrangement of the cavities 15 ensures that the outer side profile 7 is very soft towards the rail 2 and very hard towards the rigid surrounding material 19 .
  • the width W of the outer side profile 7 in the area of the lateral outer rail head flank 31 corresponds at least to the width X of that part of the wheel tire 14 with which it protrudes over the lateral outer rail head flank 31 .
  • the width W is preferably at least slightly larger than the width X in order to prevent the wheel bandage 14 of the flanged wheel 12 from running on the rigid surrounding material 19 as the rail head 35 wears down.
  • the outer side profile 7 completely takes over the task that the longitudinal rail encapsulation 17 has in the prior art, so that such a longitudinal rail encapsulation 17 can be completely dispensed with.
  • the outer side profile 7 lies with its upper surface 51 running transversely to the rail web 4 essentially in the plane of the rail head surface 50 to be traveled on by the wheel bandage 14 of a flanged wheel 12, here the surface of the rail head 35 of a grooved rail.
  • the upper surface 51 also lies substantially in the plane of the surface of the surrounding material 19.
  • an inner Side profile 8 provided from elastomeric material.
  • the inner side profile 8 is also divided into three sections A, B, C, designed in the form of a strand and adapted to the contour of the rail 2 .
  • the inner side profile 8 also has a section that widens in cross section towards the rail head 3 .
  • the inner side profile 8 rests on the rail 2 in the area to the side of the guide rail flank 37 , in the area below the guide rail 34 , in the area of the rail web 4 and on a part of the rail foot 5 .
  • the inner side profile 8 is also in engagement with the base profile 25 .
  • the inner side profile 8 In the area below the guide rail 34, ie in the area of the guide rail underside 39, and in the area to the side of the outer guide rail flank 37, the inner side profile 8 has an elastically resilient area 16 in the elastomeric material.
  • the elastically yielding area 16 is also realized here by cavities 48 in the profile material.
  • the cavities 48 of the elastically flexible area 16 in the area of the guide rail flank 37 are also arranged in two horizontal rows here.
  • the inner side profile 8 lies with its upper surface essentially in the plane of the upper surface of the guide rail head 36 and the surface
  • the outer side profile 7 and the inner side profile 8 have toothings 28 here in the area of the rail head 3 in order to create a non-positive connection with the rigid surrounding material 19 .
  • the teeth 28 are sawtooth-like profilings of the profile surface.
  • a welded joint sleeve 24 enveloping the base profile 25 and the side profiles 7, 8 in the area of the rail web 4 is provided.
  • a rubber foil 27 covers the profile joint in the area of the welding joint cuff 24 and serves to prevent water from penetrating.
  • the damping arrangement 1 is arranged on a base 23 .
  • FIG 3 shows a cross-sectional view of an embodiment of the damping arrangement 1 according to the invention similar to that in FIG figure 2 shown, embedded in a rigid surrounding material 19, such as a concrete or asphalt roadway, which in turn on a Sub-concrete 20 is arranged.
  • a rigid surrounding material 19 such as a concrete or asphalt roadway
  • Sub-concrete 20 is arranged.
  • the solid area 10 of the outer side profile 7 has an extent z that is greater than the extent y of the soft area 9.
  • solid profile areas are emphasized here in a detail in the left part of the drawing purely for illustration, the webs 46 form.
  • FIGS. 4 to 7 show further embodiments of a damping arrangement 1 according to the invention, in which in particular various modifications with regard to the design of the profiles 7, 8, especially of section A, for connection to the rigid surrounding material 19, are shown.
  • fibers 29 are provided instead of teeth 28, which are embedded here in the region of the rail head 3 by means of electrostatic flocking with one end in the surface of the side profiles 7, 8 and with the other end in the rigid surrounding material 19.
  • the embedding takes place during the casting of the rigid surrounding material 19, which can consist of concrete or asphalt, for example.
  • a recess 41 is provided in the solid area 10 of the outer side profile 7, in which, for example, electrical elements such as LEDs or the like can be accommodated.
  • the recess 41 can be continuous in the longitudinal direction of the outer side profile 7 and form a channel open at the top, or it can be discontinuous.
  • a self-adhesive bitumen joint tape 40 is arranged here in the lateral contact area with the surrounding material 19 .
  • Figure 7A shows a cross-sectional view of an embodiment in which a groove 43 is formed on the edge of the solid area 10, in which a steel plate 42 with an edge area designed to match the shape of the groove 43 is inserted to support the side profiles 7, 8 in the head area, which is made with the surrounding material 19 is embedded.
  • This is particularly advantageous in impact areas, ie in areas where strand-shaped side profiles 7, 8 under formation of joints 44 butt against each other (see those in Figure 7B illustrated simplified spatial view).

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

Claims (13)

  1. Dispositif amortisseur (1), destiné à des voies praticables par des véhicules ferroviaires dotés de roues à boudins (12), comprenant
    a. un rail (2) avec
    un champignon (3) de rail (3), une âme (4) de rail et un patin (5) de rail,
    le rail (2) comportant une face extérieure (6) opposée à l'intérieur de la voie (11), et le champignon (3) de rail (3) comportant un flanc (31) latéral extérieur de champignon de rail, opposé à l'intérieur de la voie (11) et une face inférieure (32) extérieure de champignon de rail, opposée à l'intérieur de la voie (11), et
    b. un profilé latéral (7) extérieur en matière élastomère, placé sur la face extérieure (6) du rail (2) qui est opposée à l'intérieur de la voie (11), qui au moins dans la région du flanc (31) latéral extérieur de champignon de rail et dans la région de la face inférieure (32) extérieure de champignon de rail s'applique sur la face extérieure (6) du rail (2),
    dans la région de la face inférieure (32) extérieure de champignon de rail et dans la région du flanc (31) latéral extérieur de champignon de rail, le profilé latéral (7) extérieur comportant à proximité du rail, une région (9) souple élastique à l'encontre du champignon (3) de rail, pourvue de cavités (15) dans la matière élastomère, et dans la région du flanc (31) latéral extérieur de champignon de rail, loin du rail, une région (10) de conception massive, la région (9) élastique souple et la région (10) massive étant constituées de la même matière élastomère, caractérisé en ce que dans la région du flanc (31) latéral extérieur de champignon de rail, le profilé latéral (7) extérieur comporte une section transversale supérieure à celle dans la région de la face inférieure (32) de champignon de rail.
  2. Dispositif amortisseur (1) selon la revendication 1, le profilé latéral (7) extérieur s'appliquant sur la face extérieure (6) du rail (3) dans la région du flanc (31) latéral extérieur de champignon de rail, dans la région de la face inférieure (32) extérieure de champignon de rail et dans la région de l'âme (4) de rail.
  3. Dispositif amortisseur (1) selon l'une quelconque des revendications précédentes, dans la région du flanc (31) latéral extérieur de champignon de rail, le profilé latéral (7) extérieur présentant une largeur W pouvant correspondre au moins au débordement maximum X d'un bandage marginal (14) d'une roue à boudin (12) par-dessus le flanc (31) latéral extérieur de champignon de rail.
  4. Dispositif amortisseur (1) selon l'une quelconque des revendications précédentes, dans la région du flanc (31) latéral extérieur de champignon de rail, les cavités (15) de la région (9) souple élastique étant placées au moins sur deux rangées, dans la direction horizontale.
  5. Dispositif amortisseur (1) selon l'une quelconque des revendications précédentes, les cavités (15) étant placées de telle sorte que dans la direction transversale à une direction longitudinale du profilé latéral (7) extérieur qui est parallèle au tracé du rail soient créées des barrettes (46) en matière à profilé massive, s'étendant à travers la région (9) souple élastique.
  6. Dispositif amortisseur (1) selon l'une quelconque des revendications précédentes, dans la région du flanc (31) latéral extérieur de champignon de rail, la région (10) massive présentant une extension z qui est supérieure à l'extension y de la région (9) élastique souple.
  7. Dispositif amortisseur (1) selon l'une quelconque des revendications précédentes, avec un rail (2) conçu sous la forme d'un rail à gorge, le champignon (3) de rail comprenant un rail de roulement (33) avec un champignon (35) de rail de roulement et un rail de guidage (34) avec un champignon (36) de rail de guidage et un flanc (37) de rail de guidage montrant vers l'intérieur de la voie (11), ainsi qu'une gorge (38) créée entre le rail de roulement (33) et le rail de guidage (34), et le dispositif amortisseur (1) comprenant par ailleurs un profilé latéral (8) intérieur en une matière élastomère, placé sur la face intérieure du rail (2) montrant vers l'intérieur de la voie (11), qui au moins dans la région latérale au flanc (37) de rail de guidage et dans la région en-dessous du rail de guidage (34) s'applique sur le rail (2) et le profilé latéral (8) intérieur comportant dans la région en-dessous du rail de guidage (34) et dans la région latérale au flanc (37) de rail de guidage une région (16) souple élastique pourvue de cavités (48) dans la matière élastomère.
  8. Dispositif amortisseur (1) selon la revendication 7, les cavités (48) dans la région latérale au flanc (37) de rail de guidage étant de préférence placées sur deux rangées ou sur plusieurs rangées à l'horizontale.
  9. Dispositif amortisseur (1) selon l'une quelconque des revendications précédentes,
    - dans sa région (10) massive, le profilé latéral (7) extérieur comportant un évidement (41) ouvert vers le haut, destiné à recevoir de préférence des installations électriques, et/ou
    - au moins dans la région du champignon (3) de rail, le profilé latéral (7, 8) extérieur et/ou intérieur comportant loin du rail des dentures (28) et/ou des fibres (29), par l'intermédiaire desquelles le profilé latéral (7, 8) intérieur et/ou extérieur est susceptible d'être assemblé par complémentarité de force avec une matière environnante (19) rigide, entourant le dispositif amortisseur (1).
  10. Utilisation d'un profilé latéral (7) en une matière élastomère en tant que profilé latéral (7) extérieur pour un rail (2) destiné à des voies praticables par des véhicules ferroviaires dotés de roues à boudins (12) dans un dispositif amortisseur (1) selon l'une quelconque des revendications précédentes, le rail (2) comportant i) un champignon (3) de rail comportant un flanc (31) latéral extérieur de champignon de rail et une face inférieure (32) extérieure de champignon de rail, ii) une âme (4) de rail, iii) un patin (5) de rail et iv) une face extérieure (6) opposée à l'intérieur de la voie (11), et le profilé latéral (7) étant conçu pour être appliqué sur la face extérieure (6) du rail (2), au moins dans la région du flanc (31) latéral extérieur de champignon de rail et dans la région de la face inférieure (32) extérieure de champignon de rail et dans la région qui doit être appliquée sur la face inférieure (32) extérieure de champignon de rail et dans la région qui doit être appliquée sur le flanc (31) latéral extérieur de champignon de rail, le profilé latéral (7) comportant une région (9) souple, élastique à l'encontre du champignon (3) de rail, venant se situer à proximité du rail, pourvue de cavités (15) dans la matière élastomère et dans la région qui doit être appliquée sur le flanc (31) latéral extérieur de champignon (3) de rail, comportant une région massive (10), venant se situer loin du rail, caractérisé en ce que dans la région du flanc (31) latéral extérieur de champignon de rail, le profilé latéral (7) présente une section transversale supérieure à celle dans la région de la face inférieure (32) de champignon de rail.
  11. Utilisation selon la revendication 10, la région massive (10) venant se situer dans la région du flanc (31) latéral extérieur de champignon de rail présentant une extension z qui est supérieure à l'extension y de la région (9) élastique souple venant se situer dans la région du flanc (31) latéral extérieur de champignon de rail
  12. Utilisation selon l'une quelconque des revendications 10 ou 11, les cavités (15) de la région (9) élastique souple, qui vient se situer dans la région du flanc (31) latéral extérieur de champignon de rail étant placées au moins sur deux rangées à l'horizontale, et/ou les cavités (15) de la région (9) élastique souple étant placées de telle sorte que dans la direction transversale à une direction longitudinale du profilé latéral (7) extérieur qui est parallèle au tracé du rail soient créées des barrettes (46) en matière à profilé massive, s'étendant à travers la région (9) souple élastique.
  13. Utilisation selon l'une quelconque des revendications 10 à 12,
    - dans sa région massive, le profilé latéral (7) comportant un évidement (41) ouvert sur le dessus, destiné à recevoir des installations électriques, et/ou
    - au moins dans la région du flanc (31) latéral extérieur de champignon de rail et dans la région de la face inférieure (32) extérieure de champignon de rail, le profilé latéral (7) comportant loin du rail des dentures (28) et/ou des fibres (29), par l'intermédiaire desquelles le profilé latéral (7) est susceptible d'être assemblé par complémentarité de force avec une matière environnante (19) rigide.
EP17754252.9A 2016-07-12 2017-07-11 Système d'amortissement pour voies Active EP3485089B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
HRP20220880TT HRP20220880T1 (hr) 2016-07-12 2017-07-11 Amortizirajuća naprava za tračnice

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016112720.5A DE102016112720A1 (de) 2016-07-12 2016-07-12 Dämpfungsanordnung für Gleise
PCT/DE2017/200065 WO2018010740A1 (fr) 2016-07-12 2017-07-11 Système d'amortissement pour voies

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EP3485089A1 EP3485089A1 (fr) 2019-05-22
EP3485089B1 true EP3485089B1 (fr) 2022-04-27

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EP (1) EP3485089B1 (fr)
CN (1) CN109642399A (fr)
AU (1) AU2017295144B2 (fr)
CA (1) CA3030436A1 (fr)
DE (1) DE102016112720A1 (fr)
HR (1) HRP20220880T1 (fr)
PL (1) PL3485089T3 (fr)
WO (1) WO2018010740A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102018109255A1 (de) 2018-04-18 2019-10-24 Edilon Sedra Gmbh Elastisch zu lagernde Schiene
DE102020115800B4 (de) 2020-06-16 2021-12-23 Andrea Rüdt Verfahren zum Reparatur- oder Änderungsschweißen einer Schiene
DE102020121136A1 (de) 2020-08-11 2022-02-17 Sealable Solutions Gmbh Elastomerprofil als Aufheizschutz für Schienen

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DE102016112720A1 (de) 2018-01-18
HRP20220880T1 (hr) 2022-10-14
WO2018010740A1 (fr) 2018-01-18
CN109642399A (zh) 2019-04-16
CA3030436A1 (fr) 2018-01-18
AU2017295144A1 (en) 2018-12-13
US20200208354A1 (en) 2020-07-02
AU2017295144B2 (en) 2021-12-09
US11136725B2 (en) 2021-10-05
EP3485089A1 (fr) 2019-05-22
PL3485089T3 (pl) 2022-08-22

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