EP3936662B1 - Rail section - Google Patents

Rail section Download PDF

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Publication number
EP3936662B1
EP3936662B1 EP20020316.4A EP20020316A EP3936662B1 EP 3936662 B1 EP3936662 B1 EP 3936662B1 EP 20020316 A EP20020316 A EP 20020316A EP 3936662 B1 EP3936662 B1 EP 3936662B1
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EP
European Patent Office
Prior art keywords
track part
cavity
foam
cover element
part according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20020316.4A
Other languages
German (de)
French (fr)
Other versions
EP3936662A1 (en
Inventor
Andreas Augustin
Harald Loy
Erik Stocker
Heinz Ossberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Getzner Werkstoffe Holding GmbH
Voestalpine Turnout Technology Zeltweg GmbH
Voestalpine Railway Systems GmbH
Original Assignee
Getzner Werkstoffe Holding GmbH
Voestalpine Turnout Technology Zeltweg GmbH
Voestalpine Railway Systems GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to PT200203164T priority Critical patent/PT3936662T/en
Application filed by Getzner Werkstoffe Holding GmbH, Voestalpine Turnout Technology Zeltweg GmbH, Voestalpine Railway Systems GmbH filed Critical Getzner Werkstoffe Holding GmbH
Priority to HUE20020316A priority patent/HUE060877T2/en
Priority to ES20020316T priority patent/ES2932154T3/en
Priority to EP20020316.4A priority patent/EP3936662B1/en
Priority to PCT/IB2021/055787 priority patent/WO2022009020A1/en
Priority to CN202180048253.4A priority patent/CN115768949A/en
Priority to KR1020237004307A priority patent/KR20230037039A/en
Priority to TW110124967A priority patent/TWI788908B/en
Priority to ARP210101892A priority patent/AR122888A1/en
Publication of EP3936662A1 publication Critical patent/EP3936662A1/en
Application granted granted Critical
Publication of EP3936662B1 publication Critical patent/EP3936662B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/10—Frogs
    • E01B7/12—Fixed frogs made of one part or composite

Definitions

  • the present invention relates to a track part, in particular a frog, comprising a running surface for a wheel of a rail vehicle, an underside opposite the running surface and at least one cavity open to the underside, vibration damping means being accommodated in the cavity. Furthermore, the present invention relates to a method for producing a track part.
  • Switch crossing frogs In particular, emit increased noise and vibrations when a rail vehicle passes through the existing frog gap compared to the rest of the rail route. Due to its construction, the switch frog behaves as a vibration and resonance body due to the fact that there is at least one cavity open to the underside on the underside opposite the running surfaces for the wheels of a rail vehicle.
  • EP 3 190 229 A1 a railway profile designed to reduce vibrations and noise, in which a track part with a plurality of cavities on its underside is disclosed, with a special mass damper being inserted into each cavity, which acts on the damping tuned to specific frequencies and cast there in the simplest case.
  • the mass dampers are in EP 3 190 229 A1 each disclosed as a solid block of steel and the steel block must be supported in the cavity spaced from the body of the track member to be able to vibrate freely.
  • the solution according to EP 3 190 229 A1 can generally be described as complicated and cost-intensive.
  • the present invention is therefore based on the object of creating a track part that can be produced simply and inexpensively and at the same time is efficiently damped in order to reduce noise emissions when the track part is driven over.
  • a track part according to claim 1 or a method according to claim 16 namely in that the vibration damping means are formed from a composite material arranged in the cavity, which comprises an elastomeric foam and pieces of a lumpy aggregate distributed in the elastomeric foam.
  • the present invention therefore dispenses with storing specially dimensioned damping elements in the form of mass dampers in a cavity of a track part, which is expensive, but the damping is based on the total mass of elastomeric foam with pourable additive or additives and the damping Property of the elastomer in the cavity.
  • the aggregate is lumpy and can thus be flowed around by the mass of the foam before foaming to result in a composite material in the cavity.
  • the aggregate is attached to the track part in an oscillating manner and, due to its relative irregularity, leads to a broadband damping of oscillations and thus to a noticeable one in a simple and particularly cost-effective manner Reduction of noise emissions when driving over the track part according to the invention.
  • an innovative material and a corresponding track part are created, which represent an optimum for this application with regard to the properties of damping, rigidity and density.
  • the track part preferably comprises two, three or more cavities which are open towards the underside and in which vibration-damping means of the type according to the invention are accommodated.
  • the cavities preferably extend in the longitudinal direction of the rail and are arranged next to one another.
  • the foam is preferably designed as a mixed-cell foam. Such a foam offers a high mechanical loss factor and good resilience and is therefore particularly suitable for damping acoustic vibrations.
  • the foam is a polyurethane foam having a density of at least 0.5 kg/l and a mechanical loss factor greater than 0.40.
  • the damping material properties of the specific, highly damping polyurethane foam are used to dampen the vibrating structure.
  • the kinetic energy kinetic energy
  • the resonance phenomena of components or structures can be kept within narrower limits.
  • the aggregate preferably comprises silicates and/or barite, in particular with a density of between 2.5 kg/l and 8.0 kg/l, in particular 4.0 kg/l to 7.8 kg/l, in particular 4 .5 kg/l.
  • silicates and/or barite in particular with a density of between 2.5 kg/l and 8.0 kg/l, in particular 4.0 kg/l to 7.8 kg/l, in particular 4 .5 kg/l.
  • the aggregate can comprise chamber filler stones, in particular made of concrete, and/or metal bodies, as corresponds to a preferred embodiment of the present invention.
  • the shear stiffness and thus the damping effect of the composite material can be specifically influenced by selecting the appropriate grain size for the aggregate. Therefore, according to a preferred embodiment of the present invention, the pieces of aggregate preferably have an equivalent diameter of at least 2 mm. This minimum grain size should also be aimed for in order to ensure the rapid and reliable inclusion of the aggregate in the foam, which is of course advantageous for reliable fixing of the aggregate in the track part according to the invention and is desirable with regard to the damping-effective connection of the aggregate to the entire vibrating system of the track part according to the invention.
  • the present invention is preferably further developed to the effect that the composite material only partially fills the at least one cavity, so that between one of the Underside of the track part facing surface of the composite material and the plane of a bottom surface forming the underside of the track part remains a free space from the composite material. This achieves a decoupling of the vibration-damping composite material from the substructure of the track.
  • At least one cover element is preferably fastened in the cavity, which limits the volume that can be occupied by the composite material towards an underside of the track part. In the broadest sense, this serves to additionally mechanically hold the composite material, which adheres to the walls of the cavity through the PUR foam, in the cavity in order to counteract any loosening of the composite material that may occur over a longer period of time of the track part according to the invention.
  • the cover element is preferably arranged at a distance from the plane of the bottom surface of the track part if, as described above, decoupling from the substructure of the track is to be achieved.
  • the invention is preferably further developed such that the cover element is rigidly, in particular materially, connected to a wall of the cavity.
  • the connection of the cover element to the track part is thus as strong as possible in order to ensure that the composite material is supported as unchangeably as possible in the cavity.
  • a material connection is understood to mean, for example, a connection by welding.
  • the cover element is screwed to a threaded rod which is rigid with a bottom wall of the cavity, is in particular materially connected.
  • a threaded rod which is rigid with a bottom wall of the cavity, is in particular materially connected.
  • the present invention is characterized in that the cover element is connected to side walls of the at least one cavity, preferably connected materially or using fastening elements. Accordingly, the cover element can be welded to the side walls of the cavity or fastened by means of fastening elements that are welded or screwed into the side walls, such as clamps or fastening angles or the like.
  • the connection of the composite material to the walls of the cavity is further improved in that the covering element can be clamped to the track part after the foam has hardened.
  • the cover element is screwed to a threaded rod which is rigidly, in particular materially, connected to a bottom wall of the cavity.
  • the cover element guided by the threaded rod, can be placed on the surface of the foam and then screwed with a nut.
  • the cover element and thus the composite material in it are braced Cavity, whereby the density and thus the damping properties of the composite material can also be influenced.
  • the covering element is preferably designed as a covering grid.
  • a cover grid offers certain advantages in terms of securing the composite in the cavity in a lateral direction and also allows the area between the composite and the cover grid to dry out after precipitation, which can improve the durability of the composite over a long period of time.
  • Rail switches consist of a straight main track and a curved branch track.
  • the crossing frog is a central element in the switch. This is where the inner rails intersect. These are interrupted at the so-called frog gap so that the wheel flange of a wheel that drives on the opposite wing rail can pass through unhindered.
  • the frog includes the frog tip, frog gap and the wing rails as well as the connecting rails.
  • the interrupted running surface causes a dynamic impact at the frog tip. This shock load leads to a broadband vibration excitation of the frog and the surrounding tracks.
  • the vibration dampening effect is based on the total mass of elastomeric foam with loose aggregate or aggregates and the dampening properties of the elastomer in the cavity.
  • the aggregate is lumpy and can therefore be flowed around by the mass of the high-damping foam before foaming, in order to produce a composite material in the cavity.
  • the mass of foam also fills the cavities between the individual pieces of aggregate, resulting in a coherent body of composite material becomes. Due to the elastic properties of the foam, the aggregate is bound to the track part so that it can vibrate and, due to its inhomogeneity, leads to broadband damping of vibrations and thus to a noticeable reduction in noise emissions when driving over the track part according to the invention in a simple and particularly inexpensive manner.
  • the method according to the invention is preferably further developed such that a surface of the cavity is pretreated before the cavity is filled with a method such as rust removal, etching, sandblasting and/or application of an adhesion promoter for priming. This can be necessary or useful in order to improve the adhesion of the composite material to the walls of the cavity, in order to allow the track part produced using the method according to the invention to remain in place for as long as possible.
  • the casting preferably takes place with a mass which foams to form a polyurethane foam, in particular a polyurethane foam with a density of at least 0.5 kg/l and a mechanical loss factor of greater than 0.40.
  • the damping material properties of the specific polyurethane foam are used to dampen the vibrating structure.
  • silicates and/or barite in particular with a density between 2.5 kg/l and 8.0 kg/l, in particular 4.0 kg/l to 7.8 kg/l, in particular 4 .5 kg/l used.
  • These materials have a high density and therefore provide effective damping of the interfering frequencies Natural vibrations of the track part according to the invention by the introduction of the additional mass and by increasing the stiffness with it.
  • chamber filling stones in particular made of concrete, and/or metal bodies are used as aggregate, as corresponds to a preferred embodiment of the present invention.
  • an aggregate having an equivalent diameter of at least 2 mm of aggregate pieces is used.
  • This minimum grain size should also be aimed for in order to ensure the rapid and reliable inclusion of the aggregate in the foam, which is naturally preferred for reliable fixing of the aggregate in the track part according to the invention and is desirable with regard to the damping-effective connection of the aggregate to the entire vibrating system of the track part according to the invention.
  • At least one cover element is preferably fastened in the cavity, which limits the volume that can be occupied by the composite material towards an underside of the track part. In the broadest sense, this serves to additionally mechanically hold the composite material, which adheres to the walls of the cavity through the PUR foam, in the cavity in order to counteract any loosening of the composite material that may occur over a longer period of time of the track part according to the invention.
  • the filling or encapsulation takes place through a not covered by the at least one cover element Area of an opening of the cavity.
  • This procedure is of course only possible with a composite material as in the present invention, which due to its pourable and lumpy additives simply filled in and does not have to be arranged in the cavity and fixed in a location-specific manner.
  • connection of the composite material to the walls of the cavity is further improved in that the covering element is clamped to the track part after the foam has hardened.
  • the cover element is screwed to a threaded rod which is rigidly, in particular materially, connected to a bottom wall of the cavity.
  • the cover element and thus the composite material are braced in the cavity, which means that the density and thus the damping properties of the composite material can also be influenced.
  • a switch frog is denoted by the reference number 1 and it can be seen that a plurality of cavities 3 are arranged on the underside 2 of the switch frog 1, with a different number of cavities transverse to the direction of travel being symbolized depending on which section of the switch frog 1 is being considered by the double arrow 4, are arranged side by side. This is due to the fact that the rails of the tracks that cross each other at the switch are brought together and led apart again and the cavities on the underside are caused by the rail profile on the running surface. For better clarity, in 1 only part of the cavities 3 are provided with reference numbers. This will also in 2 retained, are provided in the same parts with the same reference numerals.
  • the running surface 5 or a plurality of running surfaces 5 can now also be seen in each case.
  • the cavities 3 on the underside 2 occupy a considerable volume and it is understandable that when a train passes over the Switch frog 1 drives, massive vibrations and resonances occur, which are accordingly associated with high noise emissions.
  • the reference number 6 designates the point of the frog on which the wheel of a train after passing the frog gap 7, which is in the area of the cross section AA Figures 1 and 2 located, moves up.
  • the cavities 3 are completely filled with vibration damping means 8 made of the above-described composite material made of PUR foam and additives, as a result of which excellent damping of noise emissions is achieved.
  • the cavities 3 can be covered with cover elements 9, wherein the cover elements 9 can be rigidly connected to a wall 10 of the cavity 3 using fastening elements 11 or materially by welding.
  • the cover elements 9 can be screwed to a threaded rod 12 using a nut 13, with the threaded rod 12 being rigidly connected to a bottom wall 10' of the cavity, for example in the sense of a screw connection in the bottom wall 10', or materially connected, for example by a weld.
  • cover elements 9 are shown in the form of cover grids 9 ′ and it can be seen that the cover grids are connected to walls 10 of the cavities 3 via a plurality of fastening elements 11 . It can also be seen that the filling or casting with the PUR foam takes place through areas 14 ′ of an opening 14 of the cavity 3 that are not covered by the at least one cover element 9 .
  • Measurement results from a laboratory test are in figure 5 can be seen in which the measurement frequency of a sound measurement is plotted on the abscissa and the measured sound pressure is plotted on the ordinate relative to the excitation force in decibels when the track part according to the invention is excited.
  • the sound pressure is reduced by 17.7 dB in relation to the excitation force in the range between 100 Hz (Hertz) and 10000 Hz and especially in the range between 1000 Hz and 10000 Hz.
  • Hertz Hertz
  • 10000 Hz the excitation force
  • This is a significant reduction and can significantly reduce noise exposure for residents living near railway lines.
  • the almost complete elimination of the frequencies at 30 Hz to 40 Hz is also particularly advantageous, which frequencies are found to be particularly annoying, especially in the case of slow-moving rail vehicles, for example in urban areas.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
  • Superconductors And Manufacturing Methods Therefor (AREA)
  • Shaping Of Tube Ends By Bending Or Straightening (AREA)
  • Vibration Prevention Devices (AREA)
  • Soundproofing, Sound Blocking, And Sound Damping (AREA)

Description

Die vorliegende Erfindung betrifft ein Gleisteil, insbesondere Weichenherzstück, umfassend eine Lauffläche für ein Rad eines Schienenfahrzeuges, eine der Lauffläche gegenüberliegende Unterseite und mindestens einen zur Unterseite hin offenen Hohlraum, wobei im Hohlraum Schwingungsdämpfungsmittel aufgenommen sind. Weiters betrifft die vorliegende Erfindung ein Verfahren zur Herstellung eines Gleisteils.The present invention relates to a track part, in particular a frog, comprising a running surface for a wheel of a rail vehicle, an underside opposite the running surface and at least one cavity open to the underside, vibration damping means being accommodated in the cavity. Furthermore, the present invention relates to a method for producing a track part.

Beim Überfahren von Gleisen durch ein Schienenfahrzeug wie einen Zug oder eine Straßenbahn werden abhängig von der Geschwindigkeit Schallwellen emittiert, die von Passagieren der Straßenbahn oder des Zuges aber insbesondere von Anrainern einer entsprechenden Schienenstrecke als unangenehm und störend empfunden werden. Insbesondere Weichenherzstücke emittieren bei der Überfahrt eines Schienenfahrzeuges durch die vorhandene Herzstücklücke im Vergleich zum sonstigen Verlauf der Schienenstrecke in erhöhtem Maße Lärm und Erschütterungen. Dabei verhält sich das Weichenherzstück durch seine Konstruktion, aufgrund der an der den Laufflächen für die Räder eines Schienenfahrzeuges gegenüberliegenden Unterseite mindestens ein zur Unterseite hin offener Hohlraum vorhanden ist, als Schwingungs- und Resonanzkörper.When a rail vehicle such as a train or a tram drives over tracks, sound waves are emitted depending on the speed, which are perceived as unpleasant and disturbing by passengers on the tram or the train, but especially by residents of a corresponding track section. Switch crossing frogs, in particular, emit increased noise and vibrations when a rail vehicle passes through the existing frog gap compared to the rest of the rail route. Due to its construction, the switch frog behaves as a vibration and resonance body due to the fact that there is at least one cavity open to the underside on the underside opposite the running surfaces for the wheels of a rail vehicle.

Es wurde daher bereits eine Reihe von Versuchen unternommen, das Schwingungs- und Resonanzverhalten von Gleisteilen und insbesondere von Weichenherzstücken im Sinne einer Reduktion der Lärmemission durch Dämpfung zu beeinflussen.A number of attempts have therefore already been made to influence the vibration and resonance behavior of track parts and in particular of switch frogs in terms of reducing noise emissions through damping.

Beispielsweise offenbart EP 3 190 229 A1 ein Vibrationen und Lärm reduzierend ausgebildetes Eisenbahnprofil, worin ein Gleisteil mit einer Mehrzahl von Hohlräumen an dessen Unterseite offenbart ist, wobei jeweils in einen Hohlraum ein spezieller Massendämpfer eingesetzt ist, der auf die Dämpfung spezifischer Frequenzen abgestimmt und im einfachsten Fall dort vergossen ist. Die Massendämpfer sind in EP 3 190 229 A1 jeweils als solider Block aus Stahl offenbart und der Stahlblock muss vom Körper des Gleisteils beabstandet im Hohlraum gelagert werden, um frei vibrieren zu können. Die Lösung gemäß der EP 3 190 229 A1 ist insgesamt als kompliziert und kostenintensiv zu bezeichnen.For example disclosed EP 3 190 229 A1 a railway profile designed to reduce vibrations and noise, in which a track part with a plurality of cavities on its underside is disclosed, with a special mass damper being inserted into each cavity, which acts on the damping tuned to specific frequencies and cast there in the simplest case. The mass dampers are in EP 3 190 229 A1 each disclosed as a solid block of steel and the steel block must be supported in the cavity spaced from the body of the track member to be able to vibrate freely. The solution according to EP 3 190 229 A1 can generally be described as complicated and cost-intensive.

Der vorliegenden Erfindung liegt daher die Aufgabe zugrunde ein Gleisteil zu schaffen, das einfach und kostengünstig hergestellt werden kann und gleichzeitig effizient gedämpft ist, um Lärmemissionen beim Überfahren des Gleisteils zu vermindern.The present invention is therefore based on the object of creating a track part that can be produced simply and inexpensively and at the same time is efficiently damped in order to reduce noise emissions when the track part is driven over.

Diese Aufgabe wird erfindungsgemäß durch ein Gleisteil gemäß Anspruch 1 bzw. ein Verfahren gemäß Anspruch 16 gelöst, nämlich dadurch dass die Schwingungsdämpfungsmittel von einem im Hohlraum angeordneten Verbundwerkstoff gebildet sind, der einen elastomeren Schaumstoff und im elastomeren Schaumstoff verteilte Stücke eines stückigen Zuschlagsstoffes umfasst. Anders als im Stand der Technik wird somit bei der vorliegenden Erfindung davon abgegangen, speziell dimensionierte Dämpfungselemente in Form von Massendämpfern aufwendig in einem Hohlraum eines Gleisteils zu lagern, sondern die Dämpfung gründet sich auf die Gesamtmasse von elastomerem Schaumstoff mit schüttfähigem Zuschlagsstoff beziehungsweise Zuschlagsstoffen und der dämpfenden Eigenschaft des Elastomers in dem Hohlraum. Der Zuschlagsstoff ist stückig und kann somit von der Masse des Schaumstoffs vor dem Aufschäumen umflossen werden, um einen Verbundwerkstoff in dem Hohlraum zu ergeben. Auf diese Weise ist der Zuschlagsstoff schwingend an das Gleisteil angebunden und führt aufgrund seiner relativen Unregelmäßigkeit zu einer breitbandigen Dämpfung von Schwingungen und damit auf einfache und besonders kostengünstige Weise zu einer merklichen Reduktion von Lärmemissionen beim Überfahren des erfindungsgemäßen Gleisteils. Auf diese Weise werden ein innovativer Werkstoff und ein entsprechendes Gleisteil geschaffen, welche im Hinblick auf die Eigenschaften Dämpfung, Steifigkeit und Dichte ein Optimum für diese Anwendung darstellen.This object is achieved according to the invention by a track part according to claim 1 or a method according to claim 16, namely in that the vibration damping means are formed from a composite material arranged in the cavity, which comprises an elastomeric foam and pieces of a lumpy aggregate distributed in the elastomeric foam. In contrast to the prior art, the present invention therefore dispenses with storing specially dimensioned damping elements in the form of mass dampers in a cavity of a track part, which is expensive, but the damping is based on the total mass of elastomeric foam with pourable additive or additives and the damping Property of the elastomer in the cavity. The aggregate is lumpy and can thus be flowed around by the mass of the foam before foaming to result in a composite material in the cavity. In this way, the aggregate is attached to the track part in an oscillating manner and, due to its relative irregularity, leads to a broadband damping of oscillations and thus to a noticeable one in a simple and particularly cost-effective manner Reduction of noise emissions when driving over the track part according to the invention. In this way, an innovative material and a corresponding track part are created, which represent an optimum for this application with regard to the properties of damping, rigidity and density.

Bevorzugt umfasst der Gleisteil zwei, drei oder mehrere zur Unterseite hin offene Hohlräume, in denen jeweils Schwingungsdämpfungsmittel der erfindungsgemäßen Art aufgenommen sind. Die Hohlräume erstrecken sich dabei bevorzugt in Schienenlängsrichtung und sind nebeneinander angeordnet.The track part preferably comprises two, three or more cavities which are open towards the underside and in which vibration-damping means of the type according to the invention are accommodated. The cavities preferably extend in the longitudinal direction of the rail and are arranged next to one another.

Bevorzugt ist der Schaumstoff als gemischtzelliger Schaumstoff ausgebildet. Ein derartiger Schaumstoff bietet einen hohen mechanischen Verlustfaktor und ein gutes Rückstellvermögen und eignet sich daher in besonderem Maße zur Dämpfung von akustischen Schwingungen.The foam is preferably designed as a mixed-cell foam. Such a foam offers a high mechanical loss factor and good resilience and is therefore particularly suitable for damping acoustic vibrations.

Gemäß einer bevorzugten Ausführungsform der vorliegenden Erfindung ist der Schaumstoff ein Polyurethan-Schaumstoff mit einer Dichte von mindestens 0,5 kg/l und einem mechanischen Verlustfaktor von größer als 0,40. Die dämpfenden Werkstoffeigenschaften des spezifischen, hochdämpfenden Polyurethan-Schaumstoffs werden genutzt, um die schwingende Struktur zu dämpfen. Bei der Schwingungsdämpfung wird die Bewegungsenergie (kinetische Energie) in eine andere, für das Schwingungsverhalten nicht mehr relevante Energieform umgewandelt und Resonanzerscheinungen von Bauteilen oder Strukturen können in engeren Grenzen gehalten werden.According to a preferred embodiment of the present invention, the foam is a polyurethane foam having a density of at least 0.5 kg/l and a mechanical loss factor greater than 0.40. The damping material properties of the specific, highly damping polyurethane foam are used to dampen the vibrating structure. In the case of vibration damping, the kinetic energy (kinetic energy) is converted into another form of energy that is no longer relevant to the vibration behavior and the resonance phenomena of components or structures can be kept within narrower limits.

Bei der vorliegenden Erfindung umfasst der Zuschlagsstoff bevorzugt Silikate und/oder Schwerspat, insbesondere mit einer Dichte zwischen 2,5 kg/l und 8,0 kg/l, insbesondere 4,0 kg/l bis 7,8 kg/l, insbesondere 4,5 kg/l. Diese Materialien haben eine hohe Dichte und bringen daher eine wirkungsvolle Dämpfung der störenden Frequenzen der Eigenschwingungen des erfindungsgemäßen Gleisteils durch die Einbringung der zusätzlichen Masse und durch die Erhöhung der Steifigkeit mit sich.In the present invention, the aggregate preferably comprises silicates and/or barite, in particular with a density of between 2.5 kg/l and 8.0 kg/l, in particular 4.0 kg/l to 7.8 kg/l, in particular 4 .5 kg/l. These materials have a high density and therefore bring about an effective damping of the disturbing frequencies of the natural vibrations of the track part according to the invention by introducing the additional mass and by increasing the rigidity.

Alternativ oder zusätzlich kann der Zuschlagsstoff Kammerfüllsteine, insbesondere aus Beton, und/oder Metallkörper umfassen wie dies einer bevorzugten Ausführungsform der vorliegenden Erfindung entspricht.As an alternative or in addition, the aggregate can comprise chamber filler stones, in particular made of concrete, and/or metal bodies, as corresponds to a preferred embodiment of the present invention.

Durch passende Wahl der Körnung des Zuschlagsstoffs kann die Schubsteifigkeit und somit die Dämpfungswirkung des Verbundwerkstoffes gezielt beeinflusst werden. Bevorzugt weisen daher gemäß einer bevorzugten Ausführungsform der vorliegenden Erfindung die Stücke des Zuschlagsstoffs einen Äquivalentdurchmesser von mindestens 2 mm auf. Diese Mindestkorngröße ist darüber hinaus anzustreben, um den raschen und zuverlässigen Einschluss des Zuschlagsstoffs im Schaumstoff zu gewährleisten, was naturgemäß für eine zuverlässige Festlegung des Zuschlagsstoffs im erfindungsgemäßen Gleisteil vorteilhaft und hinsichtlich der dämpfungswirksamen Anbindung des Zuschlagsstoffs an das gesamte schwingende System des erfindungsgemäßen Gleisteils anzustreben ist.The shear stiffness and thus the damping effect of the composite material can be specifically influenced by selecting the appropriate grain size for the aggregate. Therefore, according to a preferred embodiment of the present invention, the pieces of aggregate preferably have an equivalent diameter of at least 2 mm. This minimum grain size should also be aimed for in order to ensure the rapid and reliable inclusion of the aggregate in the foam, which is of course advantageous for reliable fixing of the aggregate in the track part according to the invention and is desirable with regard to the damping-effective connection of the aggregate to the entire vibrating system of the track part according to the invention.

Die vorliegende Erfindung ist bevorzugt dahingehend weitergebildet, dass der Verbundwerkstoff den wenigstens einen Hohlraum nur teilweise ausfüllt, sodass zwischen einer der Unterseite des Gleisteils zugewandten Oberfläche des Verbundwerkstoffs und der Ebene einer die Unterseite des Gleisteils ausbildenden Bodenfläche ein von dem Verbundwerkstoff freier Raum verbleibt. Dadurch wird eine Entkopplung des schwingungsdämpfenden Verbundwerkstoffs vom Unterbau des Gleises erreicht.The present invention is preferably further developed to the effect that the composite material only partially fills the at least one cavity, so that between one of the Underside of the track part facing surface of the composite material and the plane of a bottom surface forming the underside of the track part remains a free space from the composite material. This achieves a decoupling of the vibration-damping composite material from the substructure of the track.

Bevorzugt ist in dem Hohlraum wenigstens ein Abdeckelement befestigt, welches das vom Verbundwerkstoff einnehmbare Volumen zu einer Unterseite des Gleisteils hin begrenzt. Dies dient im weitesten Sinne dazu, den Verbundwerkstoff, der an sich durch den PUR-Schaumstoff an den Wänden des Hohlraums haftet, zusätzlich mechanisch im Hohlraum zu halten, um einer möglicherweise über eine längere Liegezeit des erfindungsgemäßen Gleisteils erfolgenden Lockerung des Verbundwerkstoffs entgegen zu wirken. Hierbei ist das Abdeckelement bevorzugt in Abstand von der Ebene der Bodenfläche des Gleisteils angeordnet, wenn wie oben beschrieben eine Entkopplung von Unterbau des Gleises erreicht werden soll.At least one cover element is preferably fastened in the cavity, which limits the volume that can be occupied by the composite material towards an underside of the track part. In the broadest sense, this serves to additionally mechanically hold the composite material, which adheres to the walls of the cavity through the PUR foam, in the cavity in order to counteract any loosening of the composite material that may occur over a longer period of time of the track part according to the invention. In this case, the cover element is preferably arranged at a distance from the plane of the bottom surface of the track part if, as described above, decoupling from the substructure of the track is to be achieved.

In diesem Zusammenhang ist die Erfindung bevorzugt dahingehend weitergebildet, dass das Abdeckelement mit einer Wand des Hohlraums starr, insbesondere stofflich verbunden ist. Die Verbindung des Abdeckelements mit dem Gleisteil ist somit möglichst fest, um eine möglichst unveränderliche Stützung des Verbundwerkstoffs im Hohlraum zu gewährleisten. Unter einer stofflichen Verbindung wird beispielsweise eine Verbindung durch Schweißen verstanden.In this context, the invention is preferably further developed such that the cover element is rigidly, in particular materially, connected to a wall of the cavity. The connection of the cover element to the track part is thus as strong as possible in order to ensure that the composite material is supported as unchangeably as possible in the cavity. A material connection is understood to mean, for example, a connection by welding.

Gemäß einer bevorzugten Ausführungsform der vorliegenden Erfindung ist das Abdeckelement mit einem Gewindestab verschraubt, der mit einer Bodenwand des Hohlraums starr, insbesondere stofflich verbunden ist. Bei dieser bevorzugten Art der Befestigung des Abdeckelements wird der Verbundwerkstoff vom Gewindestab durchsetzt und es wird eine besonders gute Kraftübertragung auf das Abdeckelement und somit auf den Verbundwerkstoff im Hohlraum erzielt, um ein Ablösen des Verbundwerkstoffs von den Wänden des Hohlraums zu verhindern und um die Aktivierung des Verbundwerkstoffs zu gewährleisten.According to a preferred embodiment of the present invention, the cover element is screwed to a threaded rod which is rigid with a bottom wall of the cavity, is in particular materially connected. With this preferred type of fastening of the cover element, the composite material is penetrated by the threaded rod and a particularly good transmission of force to the cover element and thus to the composite material in the cavity is achieved in order to prevent the composite material from detaching from the walls of the cavity and to activate the ensure composite material.

Alternativ oder zusätzlich ist die vorliegende Erfindung dadurch gekennzeichnet, dass das Abdeckelement mit Seitenwänden des wenigstens einen Hohlraums verbunden ist, vorzugsweise stofflich oder unter Verwendung von Befestigungselementen verbunden ist. Das Abdeckelement kann demgemäß an den Seitenwänden des Hohlraums verschweißt sein oder über verschweißte oder in die Seitenwände eingeschraubte Befestigungselemente, wie beispielsweise Klammern oder Befestigungswinkel oder dgl. befestigt werden.Alternatively or additionally, the present invention is characterized in that the cover element is connected to side walls of the at least one cavity, preferably connected materially or using fastening elements. Accordingly, the cover element can be welded to the side walls of the cavity or fastened by means of fastening elements that are welded or screwed into the side walls, such as clamps or fastening angles or the like.

Eine weitere verbesserte Sicherung der Anbindung des Verbundwerkstoffs an die Wände des Hohlraums erfolgt gemäß einer bevorzugten Ausführungsform der vorliegenden Erfindung dergestalt, dass das Abdeckelement nach dem Aushärten des Schaumstoffs mit dem Gleisteil verspannbar ist. Dies ist im besonderen Maße bei der zuvor beschriebenen Ausführungsform realisierbar, bei der das Abdeckelement mit einem Gewindestab verschraubt ist, der mit einer Bodenwand des Hohlraums starr, insbesondere stofflich verbunden ist. Nach dem Verfestigen des Schaumstoffs kann das Abdeckelement, geführt durch den Gewindestab auf die Oberfläche des Schaumstoffs aufgelegt und danach mit einer Mutter verschraubt werden. Je nachdem, wie fest die Mutter angezogen wird, erfolgt eine Verspannung des Abdeckelements und somit des Verbundwerkstoffs in dem Hohlraum, wodurch auch die Dichte und dadurch die Dämpfungseigenschaften des Verbundwerkstoffs zusätzlich beeinflusst werden können.According to a preferred embodiment of the present invention, the connection of the composite material to the walls of the cavity is further improved in that the covering element can be clamped to the track part after the foam has hardened. This can be realized to a particular degree in the embodiment described above, in which the cover element is screwed to a threaded rod which is rigidly, in particular materially, connected to a bottom wall of the cavity. After the foam has solidified, the cover element, guided by the threaded rod, can be placed on the surface of the foam and then screwed with a nut. Depending on how tightly the nut is tightened, the cover element and thus the composite material in it are braced Cavity, whereby the density and thus the damping properties of the composite material can also be influenced.

Bevorzugt ist das Abdeckelement als Abdeckgitter ausgebildet. Ein Abdeckgitter bietet hinsichtlich der Sicherung des Verbundwerkstoffs in dem Hohlraum in einer seitlichen Richtung gewisse Vorteile und gestattet es darüber hinaus, dass nach Niederschlägen der Bereich zwischen dem Verbundwerkstoff und dem Abdeckgitter trocknen kann, was der Lebensdauer des Verbundwerkstoffs über eine lange Liegezeit zuträglich sein kann.The covering element is preferably designed as a covering grid. A cover grid offers certain advantages in terms of securing the composite in the cavity in a lateral direction and also allows the area between the composite and the cover grid to dry out after precipitation, which can improve the durability of the composite over a long period of time.

Die im Zusammenhang mit der vorliegenden Erfindung bedeutsamsten Lärmemissionen im Schienenverkehr entstehen bei der Überfahrt eines Schienenfahrzeuges über ein Weichenherzstück. Schienenweichen setzen sich aus dem geraden Hauptgleis und dem gekrümmten Zweiggleis zusammen. Das Weichenherzstück ist ein zentrales Element in der Weiche. Hier schneiden sich die innenliegenden Schienen. Diese werden an der sogenannten Herzstücklücke unterbrochen, damit der Spurkranz eines Rades, das die gegenüberliegende Flügelschiene befährt, ungestört hindurchfahren kann. Zum Herzstück gehören Herzstückspitze, Herzstücklücke und die Flügelschienen sowie Anschlussschienen. Bei der Überfahrt über die Herzstücklücke verursacht die unterbrochene Fahrfläche einen dynamischen Schlag an der Herzstückspitze. Diese Stoßbelastung führt zu einer breitbandigen Schwingungsanregung des Herzstücks und der umliegenden Gleise. Diese Schwingungen werden in Form von hörbarem Luftschall und spürbarem Körperschall an die Umgebung abgegeben und wirken störend. Gleichzeitig weisen Weichenherzstücke konstruktionsbedingt an ihrer Unterseite Hohlräume auf, die wie ein Resonanzkörper wirken und die Lärmemissionen weiter verstärken. Die vorliegende Erfindung wird daher dann mit besonderer Wirkung zum Einsatz gebracht, wenn das Gleisteil ein Weichenherzstück ist und sich der wenigstens eine Hohlraum in Längsrichtung zumindest über den Bereich einer Herzstückspitze des Weichenherzstücks erstreckt, wie dies einer bevorzugten Ausführungsform der vorliegenden Erfindung entspricht. Mit dem erfindungsgemäßen Gleisteil kann daher eine erhebliche Reduktion der Lärmemissionen am Weichenherzstück erzielt werden.The most significant noise emissions in rail traffic in connection with the present invention arise when a rail vehicle passes over a switch frog. Rail switches consist of a straight main track and a curved branch track. The crossing frog is a central element in the switch. This is where the inner rails intersect. These are interrupted at the so-called frog gap so that the wheel flange of a wheel that drives on the opposite wing rail can pass through unhindered. The frog includes the frog tip, frog gap and the wing rails as well as the connecting rails. When crossing the frog gap, the interrupted running surface causes a dynamic impact at the frog tip. This shock load leads to a broadband vibration excitation of the frog and the surrounding tracks. These vibrations are emitted to the environment in the form of audible airborne noise and noticeable structure-borne noise and have a disruptive effect. At the same time, due to their design, crossing frogs have cavities on their underside that act like a resonating body and further increase noise emissions. The present invention is therefore used with particular effect when the track part is a switch frog and the at least one cavity extends in the longitudinal direction at least over the area of a frog tip of the switch frog, as corresponds to a preferred embodiment of the present invention. A significant reduction in noise emissions at the frog can therefore be achieved with the track part according to the invention.

Das erfindungsgemäße Verfahren zur Herstellung eines Gleisteils gemäß einem der Ansprüche 1 bis 15 umfasst zumindest die folgenden Schritte:

  • Bereitstellen eines Gleisteils, insbesondere eines Weichenherzstücks, insbesondere eines Mangangussherzstücks, mit zumindest einem Hohlraum,
  • zumindest teilweises Befüllen des Hohlraums mit schüttfähigem, stückigem Zuschlagsstoff bzw. Zuschlagsstoffen,
  • Vergießen eines verbleibenden Volumens in dem Hohlraum mit einer aufschäumbaren Masse unter Einschluss des stückigen Zuschlagsstoffes, um einen Verbundwerkstoff zu erhalten, der einen elastomeren Schaumstoff und im elastomeren Schaumstoff verteilte Stücke des stückigen Zuschlagsstoffes umfasst.
The method according to the invention for producing a track part according to one of claims 1 to 15 comprises at least the following steps:
  • Providing a track part, in particular a switch frog, in particular a manganese cast frog, with at least one cavity,
  • at least partial filling of the cavity with pourable, lumpy aggregate or aggregates,
  • Casting a remaining volume in the cavity with a foamable mass including the aggregate lump to obtain a composite material comprising an elastomeric foam and pieces of the aggregate lump distributed in the elastomeric foam.

Der Effekt der Schwingungsdämpfung gründet sich auf die Gesamtmasse von elastomerem Schaumstoff mit schüttfähigem Zuschlagsstoff beziehungsweise Zuschlagsstoffen und der dämpfenden Eigenschaften des Elastomers in dem Hohlraum. Der Zuschlagsstoff ist stückig und kann somit von der Masse des hochdämpfenden Schaumstoffs vor dem Aufschäumen umflossen werden, um einen Verbundwerkstoff in dem Hohlraum zu ergeben. Die Masse des Schaumstoffs füllt dabei auch die Hohlräume zwischen den einzelnen Stücken des Zuschlagsstoffs, wodurch ein zusammenhängender Körper des Verbundwerkstoffs erhalten wird. Der Zuschlagsstoff wird auf Grund der elastischen Eigenschaften des Schaumstoffs dabei schwingungsfähig an das Gleisteil angebunden und führt aufgrund seiner Inhomogenität zu einer breitbandigen Dämpfung von Schwingungen und damit auf einfache und besonders kostengünstige Weise zu einer merklichen Reduktion von Lärmemissionen beim Überfahren des erfindungsgemäßen Gleisteils.The vibration dampening effect is based on the total mass of elastomeric foam with loose aggregate or aggregates and the dampening properties of the elastomer in the cavity. The aggregate is lumpy and can therefore be flowed around by the mass of the high-damping foam before foaming, in order to produce a composite material in the cavity. The mass of foam also fills the cavities between the individual pieces of aggregate, resulting in a coherent body of composite material becomes. Due to the elastic properties of the foam, the aggregate is bound to the track part so that it can vibrate and, due to its inhomogeneity, leads to broadband damping of vibrations and thus to a noticeable reduction in noise emissions when driving over the track part according to the invention in a simple and particularly inexpensive manner.

Das erfindungsgemäße Verfahren ist bevorzugt dahingehend weitergebildet, dass eine Oberfläche des Hohlraums vor dem Befüllen des Hohlraums mit einem Verfahren vorbehandelt wird, wie zum Beispiel Entrosten, Ätzen, Sandstrahlen und/oder Aufbringen eines Haftvermittlers zum Primen. Dies kann notwendig bzw. nützlich sein, um die Haftung des Verbundwerkstoffs an den Wänden des Hohlraums zu verbessern, um eine möglichst lange Liegezeit des mit dem erfindungsgemäßen Verfahren hergestellten Gleisteils zu ermöglichen.The method according to the invention is preferably further developed such that a surface of the cavity is pretreated before the cavity is filled with a method such as rust removal, etching, sandblasting and/or application of an adhesion promoter for priming. This can be necessary or useful in order to improve the adhesion of the composite material to the walls of the cavity, in order to allow the track part produced using the method according to the invention to remain in place for as long as possible.

Bevorzugt erfolgt das Vergießen mit einer Masse, die zu einem Polyurethan-Schaumstoff aufschäumt, insbesondere einem Polyurethan-Schaumstoff mit einer Dichte von mindestens 0,5 kg/l und einem mechanischen Verlustfaktor von größer als 0,40. Die dämpfenden Werkstoffeigenschaften des spezifischen Polyurethan-Schaumstoff werden genutzt, um die schwingende Struktur zu dämpfen.The casting preferably takes place with a mass which foams to form a polyurethane foam, in particular a polyurethane foam with a density of at least 0.5 kg/l and a mechanical loss factor of greater than 0.40. The damping material properties of the specific polyurethane foam are used to dampen the vibrating structure.

Bei der vorliegenden Erfindung werden als Zuschlagsstoff bevorzugt Silikate und/oder Schwerspat, insbesondere mit einer Dichte zwischen 2,5 kg/l und 8,0 kg/l, insbesondere 4,0 kg/l bis 7,8 kg/l, insbesondere 4,5 kg/l eingesetzt. Diese Materialien haben eine hohe Dichte und bringen daher eine wirkungsvolle Dämpfung der störenden Frequenzen der Eigenschwingungen des erfindungsgemäßen Gleisteils durch die Einbringung der zusätzlichen Masse und durch die Erhöhung der Steifigkeit mit sich.In the present invention, silicates and/or barite, in particular with a density between 2.5 kg/l and 8.0 kg/l, in particular 4.0 kg/l to 7.8 kg/l, in particular 4 .5 kg/l used. These materials have a high density and therefore provide effective damping of the interfering frequencies Natural vibrations of the track part according to the invention by the introduction of the additional mass and by increasing the stiffness with it.

Alternativ oder zusätzlich werden als Zuschlagsstoff Kammerfüllsteine, insbesondere aus Beton, und/oder Metallkörper eingesetzt, wie dies einer bevorzugten Ausführungsform der vorliegenden Erfindung entspricht.Alternatively or additionally, chamber filling stones, in particular made of concrete, and/or metal bodies are used as aggregate, as corresponds to a preferred embodiment of the present invention.

Bevorzugt wird ein Zuschlagsstoff mit einem Äquivalentdurchmesser von mindestens 2 mm der Stücke des Zuschlagsstoffs eingesetzt. Diese Mindestkorngröße ist darüber hinaus anzustreben, um den raschen und zuverlässigen Einschluss des Zuschlagsstoffs im Schaumstoff zu gewährleisten, was naturgemäß für eine zuverlässige Festlegung des Zuschlagsstoffs im erfindungsgemäßen Gleisteil bevorzugt und hinsichtlich der dämpfungswirksamen Anbindung des Zuschlagsstoffs an das gesamte schwingende System des erfindungsgemäßen Gleisteils anzustreben ist.Preferably, an aggregate having an equivalent diameter of at least 2 mm of aggregate pieces is used. This minimum grain size should also be aimed for in order to ensure the rapid and reliable inclusion of the aggregate in the foam, which is naturally preferred for reliable fixing of the aggregate in the track part according to the invention and is desirable with regard to the damping-effective connection of the aggregate to the entire vibrating system of the track part according to the invention.

Bevorzugt wird in dem Hohlraum wenigstens ein Abdeckelement befestigt, welches das vom Verbundwerkstoff einnehmbare Volumen zu einer Unterseite des Gleisteils hin begrenzt. Dies dient im weitesten Sinne dazu, den Verbundwerkstoff, der an sich durch den PUR-Schaumstoff an den Wänden des Hohlraums haftet, zusätzlich mechanisch im Hohlraum zu halten, um einer möglicherweise über eine längere Liegezeit des erfindungsgemäßen Gleisteils erfolgenden Lockerung des Verbundwerkstoffs entgegen zu wirken.At least one cover element is preferably fastened in the cavity, which limits the volume that can be occupied by the composite material towards an underside of the track part. In the broadest sense, this serves to additionally mechanically hold the composite material, which adheres to the walls of the cavity through the PUR foam, in the cavity in order to counteract any loosening of the composite material that may occur over a longer period of time of the track part according to the invention.

Gemäß einer bevorzugten Ausführungsform der vorliegenden Erfindung erfolgt das Befüllen oder Vergießen durch einen nicht durch das zumindest eine Abdeckelement abgedeckten Bereich einer Öffnung des Hohlraums. Dies bedeutet, dass zuerst das Abdeckelement an dem Gleisteil festgelegt wird und das Befüllen durch einen Freiraum oder Spalt zwischen einer Öffnung des Hohlraums und dem Abdeckelement erfolgt. Diese Vorgehensweise ist naturgemäß nur mit einem Verbundwerkstoff wie bei der vorliegenden Erfindung möglich, der aufgrund seiner schüttfähigen und stückigen Zuschlagsstoffe einfach eingefüllt und nicht aufwendig im Hohlraum angeordnet und ortsspezifisch festgelegt werden muss.According to a preferred embodiment of the present invention, the filling or encapsulation takes place through a not covered by the at least one cover element Area of an opening of the cavity. This means that first the cover element is fixed to the track part and the filling takes place through a free space or gap between an opening of the cavity and the cover element. This procedure is of course only possible with a composite material as in the present invention, which due to its pourable and lumpy additives simply filled in and does not have to be arranged in the cavity and fixed in a location-specific manner.

Eine weitere verbesserte Sicherung der Anbindung des Verbundwerkstoffs an die Wände des Hohlraums erfolgt gemäß einer bevorzugten Ausführungsform der vorliegenden Erfindung dergestalt, dass das Abdeckelement nach dem Aushärten des Schaumstoffs mit dem Gleisteil verspannt wird. Dies ist im besonderen Maße bei der zuvor im Zusammenhang mit dem erfindungsgemäßen Gleisteil beschriebenen Ausführungsform realisierbar, bei der das Abdeckelement mit einem Gewindestab verschraubt ist, der mit einer Bodenwand des Hohlraums starr, insbesondere stofflich verbunden ist. Je nachdem, wie fest die Mutter angezogen wird, erfolgt eine Verspannung des Abdeckelements und somit des Verbundwerkstoffs in dem Hohlraum, wodurch auch die Dichte und dadurch die Dämpfungseigenschaften des Verbundwerkstoffs zusätzlich beeinflusst werden können.According to a preferred embodiment of the present invention, the connection of the composite material to the walls of the cavity is further improved in that the covering element is clamped to the track part after the foam has hardened. This can be realized to a particular degree in the embodiment described above in connection with the track part according to the invention, in which the cover element is screwed to a threaded rod which is rigidly, in particular materially, connected to a bottom wall of the cavity. Depending on how tightly the nut is tightened, the cover element and thus the composite material are braced in the cavity, which means that the density and thus the damping properties of the composite material can also be influenced.

Die Erfindung wird nachfolgend anhand eines in der Zeichnung dargestellten Ausführungsbeispiels näher erläutert. In dieser zeigen

  • Fig. 1 eine der Lauffläche gegenüberliegende Unterseite eines Weichenherzstücks,
  • Fig. 2a-2d eine Mehrzahl von Querschnittansichten des Weichenherzstücks entlang der Linien A-A, B-B, D-D sowie E-E gemäß Fig. 1,
  • Fig. 3 eine Darstellung eines repräsentativen Abschnitts eines Weichenherzstücks gemäß Fig. 1,
  • Fig. 4 eine Draufsicht auf einen durch ein Abdeckelement abgedeckten Bereich eines Hohlraums in einem Weichenherzstück und
  • Fig. 5 eine diagrammatische Darstellung der Reduktion des Schallpegels in unmittelbarer Umgebung eines erfindungsgemäßen Weichenherzstücks.
The invention is explained in more detail below with reference to an embodiment shown in the drawing. in this show
  • 1 an underside of a switch frog opposite the running surface,
  • Figures 2a-2d a plurality of cross-sectional views of the frog along the lines AA, BB, DD and EE according to FIG 1 ,
  • 3 12 is a representation of a representative section of a switch frog according to FIG 1 ,
  • 4 a plan view of a covered by a cover portion of a cavity in a switch frog and
  • figure 5 a diagrammatic representation of the reduction of the sound level in the immediate vicinity of a switch frog according to the invention.

In Fig. 1 ist ein Weichenherzstück mit dem Bezugszeichen 1 bezeichnet und es ist zu erkennen, dass an der Unterseite 2 des Weichenherzstücks 1 eine Mehrzahl von Hohlräumen 3 angeordnet ist, wobei je nachdem, welcher Abschnitt des Weichenherzstücks 1 betrachtet wird, unterschiedlich viele Hohlräume quer zur Fahrrichtung, symbolisiert durch den Doppelpfeil 4, nebeneinander angeordnet sind. Dies ist dadurch bedingt, dass die Schienen der einander an der Weiche kreuzenden Gleise zusammengeführt und wieder auseinander geführt werden und die Hohlräume an der Unterseite durch das Schienenprofil an der Lauffläche bedingt sind. Zur besseren Übersichtlichkeit ist in Fig. 1 nur ein Teil der Hohlräume 3 mit Bezugszeichen versehen. Dies wird auch in Fig. 2 beibehalten, in der gleiche Teile mit gleichen Bezugszeichen versehen sind.In 1 a switch frog is denoted by the reference number 1 and it can be seen that a plurality of cavities 3 are arranged on the underside 2 of the switch frog 1, with a different number of cavities transverse to the direction of travel being symbolized depending on which section of the switch frog 1 is being considered by the double arrow 4, are arranged side by side. This is due to the fact that the rails of the tracks that cross each other at the switch are brought together and led apart again and the cavities on the underside are caused by the rail profile on the running surface. For better clarity, in 1 only part of the cavities 3 are provided with reference numbers. This will also in 2 retained, are provided in the same parts with the same reference numerals.

In den Schnittdarstellungen nach Fig. 2 ist nun auch jeweils die Lauffläche 5 beziehungsweise eine Mehrzahl von Laufflächen 5 zu erkennen. Die Hohlräume 3 an der Unterseite 2 nehmen ein beträchtliches Volumen ein und es ist nachvollziehbar, dass dann, wenn ein Zug mit hoher Geschwindigkeit über das Weichenherzstück 1 fährt, massive Schwingungen und Resonanzen auftreten, die dementsprechend mit hohen Lärmemissionen verbunden sind. Mit dem Bezugszeichen 6 ist die Herzstückspitze bezeichnet, auf die das Rad eines Zuges nach Passieren der Herzstücklücke 7, die sich im Bereich des Querschnitts A-A der Figuren 1 und 2 befindet, auffährt. In Fig. 2 sind die Hohlräume 3 zur Gänze mit Schwingungsdämpfungsmitteln 8 aus dem zuvor beschrieben Verbundwerkstoff aus PUR-Schaumstoff und Zuschlagsstoffen befüllt, wodurch eine ausgezeichnete Dämpfung der Lärmemissionen erzielt wird.In the sectional views 2 the running surface 5 or a plurality of running surfaces 5 can now also be seen in each case. The cavities 3 on the underside 2 occupy a considerable volume and it is understandable that when a train passes over the Switch frog 1 drives, massive vibrations and resonances occur, which are accordingly associated with high noise emissions. The reference number 6 designates the point of the frog on which the wheel of a train after passing the frog gap 7, which is in the area of the cross section AA Figures 1 and 2 located, moves up. In 2 the cavities 3 are completely filled with vibration damping means 8 made of the above-described composite material made of PUR foam and additives, as a result of which excellent damping of noise emissions is achieved.

In Fig. 3 ist zu erkennen, dass die Hohlräume 3 mit Abdeckelementen 9 abgedeckt sein können, wobei die Abdeckelemente 9 mit einer Wand 10 des Hohlraums 3 starr unter Verwendung von Befestigungselementen 11 oder stofflich durch Verschweißen verbunden sein können. Alternativ oder zusätzlich können die Abdeckelemente 9 mit einem Gewindestab 12 unter Verwendung einer Mutter 13 verschraubt sein, wobei der Gewindestab 12 mit einer Bodenwand 10' des Hohlraums starr, beispielsweise im Sinne einer Verschraubung in der Bodenwand 10' oder aber stofflich verbunden ist, beispielsweise durch eine Verschweißung.In 3 it can be seen that the cavities 3 can be covered with cover elements 9, wherein the cover elements 9 can be rigidly connected to a wall 10 of the cavity 3 using fastening elements 11 or materially by welding. Alternatively or additionally, the cover elements 9 can be screwed to a threaded rod 12 using a nut 13, with the threaded rod 12 being rigidly connected to a bottom wall 10' of the cavity, for example in the sense of a screw connection in the bottom wall 10', or materially connected, for example by a weld.

In Fig. 4 sind Abdeckelemente 9 in Form von Abdeckgittern 9' dargestellt und es ist ersichtlich, dass die Abdeckgitter über eine Mehrzahl von Befestigungselementen 11 mit Wänden 10 der Hohlräume 3 verbunden sind. Weiters ist zu erkennen, dass das Befüllen oder Vergießen mit dem PUR-Schaumstoff durch nicht durch das zumindest eine Abdeckelement 9 abgedeckte Bereiche 14' einer Öffnung 14 des Hohlraums 3 erfolgt.In 4 cover elements 9 are shown in the form of cover grids 9 ′ and it can be seen that the cover grids are connected to walls 10 of the cavities 3 via a plurality of fastening elements 11 . It can also be seen that the filling or casting with the PUR foam takes place through areas 14 ′ of an opening 14 of the cavity 3 that are not covered by the at least one cover element 9 .

Messergebnisse aus einem Laborversuch sind in Fig. 5 ersichtlich, in der auf der Abszisse die Messfrequenz einer Schallmessung und auf der Ordinate der gemessene Schalldruck bezogen auf die Anregekraft in Dezibel bei Anregung des erfindungsgemäßen Gleisteils gegeneinander aufgetragen sind. Bei einem erfindungsgemäßen Gleisteil kommt es im Bereich zwischen 100 Hz (Hertz) und 10000 Hz und vor allem im Bereich zwischen 1000 Hz und 10000 Hz zu einer Reduktion des Schalldrucks um 17,7 dB bezogen auf die Anregekraft. Dies ist eine bedeutsame Absenkung und kann die Belastung durch Lärm der Anwohner von Bahnstrecken spürbar verringern. Besonders vorteilhaft ist auch die beinahe vollkommene Auslöschung der Frequenzen bei 30 Hz bis 40 Hz, welche Frequenzen vor allem bei langsam fahrenden Schienenfahrzeugen, beispielsweise im städtischen Bereich als besonders störend empfunden werden.Measurement results from a laboratory test are in figure 5 can be seen in which the measurement frequency of a sound measurement is plotted on the abscissa and the measured sound pressure is plotted on the ordinate relative to the excitation force in decibels when the track part according to the invention is excited. In a track part according to the invention, the sound pressure is reduced by 17.7 dB in relation to the excitation force in the range between 100 Hz (Hertz) and 10000 Hz and especially in the range between 1000 Hz and 10000 Hz. This is a significant reduction and can significantly reduce noise exposure for residents living near railway lines. The almost complete elimination of the frequencies at 30 Hz to 40 Hz is also particularly advantageous, which frequencies are found to be particularly annoying, especially in the case of slow-moving rail vehicles, for example in urban areas.

Claims (24)

  1. Track part (1), in particular switch frog (1), comprising a running surface for a wheel of a rail vehicle, an underside (2) opposite the running surface and at least one cavity (3) open towards the underside (2), wherein vibration damping means (8) are arranged in the cavity (3), characterized in that the vibration damping means (8) are formed by a composite material arranged in the cavity (3) which comprises an elastomeric foam and pieces of a lumpy addition distributed within the elastomeric foam.
  2. Track part according to claim 1, characterized in that the foam is designed as a mixed-cell foam.
  3. Track part according to claim 1 or 2, characterized in that the foam is a polyurethane foam with a density of at least 0.5 kg/l and a mechanical loss factor of greater than 0.40.
  4. Track part according to claim 1, 2 or 3, characterized in that the addition comprises silicates and/or barite, in particular with a density between 2.5 kg/l and 8.0 kg/l, in particular 4.0 kg/l to 7.8 kg/l, in particular 4.5 kg/l.
  5. Track part according to any one of claims 1 to 4, characterized in that the addition comprises chamber fill blocks, in particular made of concrete, and/or metal bodies.
  6. Track part according to any one of claims 1 to 5, characterized in that said pieces of addition have an equivalent diameter of at least 2 mm.
  7. Track part according to any one of claims 1 to 6, characterized in that the composite material only partially fills the at least one cavity (3) so that a space between a surface of the composite material facing the underside of the track part (1) and the plane of a bottom surface forming the underside (2) of the track part (1) remains free of the composite material.
  8. Track part according to any one of claims 1 to 7, characterized in that in the cavity (3) at least one cover element (9, 9') is mounted, which limits the volume that can be taken up by the composite material to an underside (2) of the track part (1).
  9. Track part according to claim 8, characterized in that the cover element (9, 9') is arranged at a distance from the plane of the bottom surface of the track part (1).
  10. Track part according to claim 8 or 9, characterized in that the cover element (9, 9') is rigidly, in particular materially, connected to a wall (10) of the cavity (3).
  11. Track part according to claim 8, 9 or 10, characterized in that the cover element (9, 9') is screwed to a threaded rod (12) which is rigidly, in particular by a material bond, connected to a bottom wall (10') of the cavity (3).
  12. Track part according to any one of claims 8 to 11, characterized in that the cover element (9, 9') is connected to side walls of the at least one cavity (3), preferably by a material bonded connection or by using fastening elements (11).
  13. Track part according to any one of claims 8 to 12, characterized in that the cover element (9, 9') can be braced with the track part (1) after the foam has hardened.
  14. Track part according to any one of claims 8 to 13, characterized in that the cover element (9, 9') is designed as a cover grille.
  15. Track part according to any one of claims 1 to 14, characterized in that the track part (1) is a switch frog (1) and the at least one cavity (3) extends in the longitudinal direction at least over the area of a frog tip of the switch frog (1).
  16. A method for producing a track part according to any one of claims 1 to 15 comprising at least the following steps:
    - Providing a track part (1), in particular a switch frog (1), in particular a cast manganese frog, having at least one cavity (3) open towards the underside (2) of the track part (1),
    - at least partial filling of the cavity (3) with a pourable, lumpy addition or additions,
    - casting a remaining volume in the cavity with a foamable mass thereby enclosing the lumpy addition in order to obtain a composite material which comprises an elastomeric foam and pieces of the lumpy addition distributed within the elastomeric foam.
  17. Method according to claim 16, characterized in that a surface of the cavity (3) is pretreated by a process before the cavity (3) is filled, such as by rust removal, etching, sandblasting and/or application of an adhesion promoter for priming.
  18. Method according to claim 16 or 17, characterized in that the casting takes place with a mass which foams to form a polyurethane foam, in particular a polyurethane foam with a density of at least 0.5 kg/l and a mechanical loss factor of greater than 0.40.
  19. Method according to claim 16, 17 or 18, characterized in that silicates and/or barite, in particular with a density between 2.5 kg/l and 8.0 kg/l, in particular 4.0 kg/l to 7.8 kg/l, in particular 4.5 kg/l, is/are used as said addition.
  20. Method according to any one of claims 16 to 19, characterized in that chamber fill blocks, in particular made of concrete, and/or metal bodies are used as said addition.
  21. Method according to any one of claims 16 to 20, characterized in that an addition is used, the pieces of which have an equivalent diameter of at least 2 mm.
  22. Method according to any one of claims 16 to 21, characterized in that it comprises the step of mounting at least one cover element (9, 9') in the cavity (3), which limits the volume that can be taken up by the composite material towards an underside (2) of the track part (1).
  23. Method according to claim 22, characterized in that the filling or casting takes place through a region of an opening in the cavity (3) that is not covered by the at least one cover element.
  24. Method according to claim 22 or 23, characterized in that it comprises the step of bracing the at least one cover element (9, 9') with the track part (1) after the foam has hardened.
EP20020316.4A 2020-07-08 2020-07-08 Rail section Active EP3936662B1 (en)

Priority Applications (9)

Application Number Priority Date Filing Date Title
HUE20020316A HUE060877T2 (en) 2020-07-08 2020-07-08 Rail section
ES20020316T ES2932154T3 (en) 2020-07-08 2020-07-08 rail part
EP20020316.4A EP3936662B1 (en) 2020-07-08 2020-07-08 Rail section
PT200203164T PT3936662T (en) 2020-07-08 2020-07-08 Rail section
PCT/IB2021/055787 WO2022009020A1 (en) 2020-07-08 2021-06-29 Track component
CN202180048253.4A CN115768949A (en) 2020-07-08 2021-06-29 Rail member
KR1020237004307A KR20230037039A (en) 2020-07-08 2021-06-29 track component
TW110124967A TWI788908B (en) 2020-07-08 2021-07-07 Track part and method for producing the same
ARP210101892A AR122888A1 (en) 2020-07-08 2021-07-07 TRACK PART

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20020316.4A EP3936662B1 (en) 2020-07-08 2020-07-08 Rail section

Publications (2)

Publication Number Publication Date
EP3936662A1 EP3936662A1 (en) 2022-01-12
EP3936662B1 true EP3936662B1 (en) 2022-10-05

Family

ID=71527559

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20020316.4A Active EP3936662B1 (en) 2020-07-08 2020-07-08 Rail section

Country Status (9)

Country Link
EP (1) EP3936662B1 (en)
KR (1) KR20230037039A (en)
CN (1) CN115768949A (en)
AR (1) AR122888A1 (en)
ES (1) ES2932154T3 (en)
HU (1) HUE060877T2 (en)
PT (1) PT3936662T (en)
TW (1) TWI788908B (en)
WO (1) WO2022009020A1 (en)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10215255A1 (en) * 2002-04-07 2003-10-16 Wirthwein Ag Damping agent for rails
US8714462B1 (en) * 2008-07-09 2014-05-06 Polycorp Ltd. Special track assembly and methods of making same
DE102012022847A1 (en) * 2012-11-23 2014-05-28 Wirthwein Ag Damping module for reducing vibrations or noise development on rails
CN105332324B (en) * 2015-11-25 2018-01-12 中格复合材料（南通）有限公司 A kind of composite material sleeper
EP3190229B1 (en) 2015-12-30 2019-07-31 Polycorp Ltd. Special trackwork assembly with tuned mass damper

Also Published As

Publication number Publication date
TWI788908B (en) 2023-01-01
KR20230037039A (en) 2023-03-15
ES2932154T3 (en) 2023-01-13
TW202217115A (en) 2022-05-01
AR122888A1 (en) 2022-10-12
CN115768949A (en) 2023-03-07
PT3936662T (en) 2022-12-07
HUE060877T2 (en) 2023-04-28
EP3936662A1 (en) 2022-01-12
WO2022009020A1 (en) 2022-01-13

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