HK1069193B - Damping means for rails - Google Patents

Description

The invention relates to a rail with cushioning agents using a chamber filling body. The document EP-A-0 404 756is intended to be a non-scratchable structure, with rails for on-line traffic, soluble in media, having at least two rails, each on either side of the railway track having a sound-reducing device, possibly up to the railhead and possibly up to the rail foot, attached to the rail, and the sound-reducing device consisting of a coating held on the rail adhesively, softening the rail and rail foot at least substantially to the air, and the coating with a binder covering the particles, in particular with a thickness of 2 to 8 mm and, if necessary, with different corners, the best part of which is the glass coating, which is fitted with a layer of glass, which is designed to prevent the bullet from slipping and soaked by the bullet, and which is partly covered by the other layer, so that the bullet can be removed and the bullet can be inserted into the walls of the railway.

The rail is known from EP 0 150 264 as a rail with a sound attenuator, where the attenuator is spring- or rigidly attached to the rail. The attenuator consists of a solid body, a layer of plastic and a sheet metal or a concrete body or a combination of both, with the body of the rail between the joints a permanent intermediate layer consisting of a liquid or a paste-like or a jelly-like mass or a brittle solid which may be coupled to the rail.

Such silencers are intended to reduce the sound vibrations produced by the crossing of the rails in order to reduce the noise produced by these vibrations.

The EP document 0 150 264 is based on a state of the art document, printed in the form DE 1 784 171 A1, describing rails which are glued with metallic cover plates, interlaced with plastic materials which do not suffer any significant deformation. These silencing plates have a good sound-absorbing effect.

The EP document also refers to a German disclosure document DE 31 47 387 A1 which proposes that appropriate cushioning plates, i.e. metal sheets coated with plastic, be pressed against the rail with springs. e desired cushioning effect, which results from a molecular displacement in the plastic, which destroys the sound-emitting kinetic energy, can therefore only be achieved in part because the coupling is not sufficient and only occasional.

In the case of the printed form DE 1 784 171 A1, metal plates are glued to a rail. A plastic made of a duroplast in the form of a two-component material based on a filled artificial resin, such as polyester resin, polyurethane resin or ethoxylin resin, serves as an adhesive. It states that, unlike other plastics, such as rubber, which destroy sound by rolling, the hard plastic shows a significant improvement in sound quality, since it is compacted by the adhesive between the sheet metal and the rail and is thus sprayed thinly. This type of dampening alone is significantly different from the dampening effect of the application of a dampening effect by applying a dampening effect on the surroundings, although it has been used with a very low dampening effect.

The type of plastic used is not disclosed in the printing document DE 31 47 387, which uses spring metal clamps, which are used for rail attachment and are specially designed to press the plastic-coated sheet to the rail platform, railhead and rail foot in the rail attachment area, while EP 0 150 264 shows a metal clamp which surrounds the rail platform and is overall C-shaped, connecting both sides of the rail with a plastic sheet to the platform, railhead and railhead, if the metal and plastic parts are of the same shape.

The EP document further reveals that such dampening agents, vibration and sound absorbers, which are known to work on the principle of absorption or reflection, can be used. It also states that the dampening agent can also be rigidly attached to the rail, thus making it particularly easy to attach concrete parts and steel parts. This is due to the formation of the dampening agent, which can be added to the sheet metal by a concrete material to be poured into a liquid metal shell that is shaped accordingly. Instead of the plastic material and the sheet metal can be attached to the adhesive, which is then placed in a liquid liquid shell. In these cases, the plastic material is placed between the concrete material and another material, such as a liquid or a liquid, or a material that is filled with a liquid or a liquid, such as a plastic or a flexible material.

It is generally known from practice that chamber filling tubes, which are used everywhere in a railway or railway chamber as dampening and/or insulating agents, i.e. absorbers and/or reflectors, can be attached to the platform or railhead and/or rail foot using, for example, bitumen or other adhesive.

The problem underlying the invention is therefore to propose an improved solution for railway tracks with dampers.

The problem is solved in accordance with the invention by the features of claim 1.

As already mentioned in the state of the art, the plastic is to be pushed so that frictional energy absorbs the vibrational energy in the rails, but this can only be achieved with the help of sheet metal or the coupled concrete masses, whose resistance is used relative to the plastic that is more rapidly moved into vibration.

The inventors have found that larger masses increase the effect of the rail, and to reduce the installation effort, a homogeneous body is attached to the rail, which is manufactured separately by extrusion or injection molding in lengths of 200 to 2000 mm and consists essentially of a thermoplastic filled with metal components. After plasticization of the thermoplastic in an extruder, a metal component, preferably a pure hematite or magnetite ore or a mixture of the two, is introduced into the mold before extrusion, injection molding or pressing, in the smallest possible granular form;However, since the chamber filling body for filling the weld chamber between the railhead and the rail foot is relatively large and corresponding cross-sections are required, very granular metal components can also be used there. Experiments have shown that rolling sand, which contains parts of Fe2O3 and Fe3O4 and also parts of FeO and impurities, is also suitable, but pure ores are preferred. While thermoplastics have a specific weight or density of 0.9 to 1.0 g/cm3, hematite and magnetite have a density of about 5.2 to 5.3 g/cm3.The metal components are completely enclosed by the thermoplastics, so that after the process a completely homogeneous body with a plastic surface is obtained. To achieve the specific weight or density of > 2,4 g/cm3, the hematite parts or magnetite parts or mixtures thereof will have a body volume of 35 to 70% resulting in a specific weight which, according to the inventors' experiments, should be between 2,5 and 3,9 g/cm3, but preferably 2,9 to 3,5 g/cm3. This is a compromise quantity in the proportion of metal components to be added due to good machinability.B. In an extrusion machine with a suitable mould, tailored to the cross-section of the welding chamber.

A body so made, in particular a chamber filling body which essentially fills the chamber with the cross-sectional dimensions of the railings of the rails, can be attached to the railings and/or railhead and/or rail foot by means of a fluidised interlayer and/or a metal clamp, in the manner described in EP 0 150 264 A1. The coupling, as well as the lengths of the chamber filling bodies used, which are relatively rigid and heavy, differ from the usual method of attachment to the railings. Accordingly, a chamber filling body must be designed differently, if necessary, so that it is integrated into the rail base anchorage or provides a free space at these points to secure the anchorage.

A schematic sketch below illustrates and describes an embodiment of the invention with two attachment methods.

It shows: Figure 1 a first embodiment of the invention;Figure 2 a second embodiment of the invention.

A rail 1 shown here in head view has a rail head 2, a rail step 3 and a rail foot 4, between rail head and rail foot, resulting in a lagging chamber or rail chamber along the rail step.

In Figure 1 a dampening agent in the form of a chamber filling 5 is shown on both sides of the railway platform 3. The chamber filling is coupled by means of an adhesive layer 6 which is shown here as a gap between railhead 2, rail platform 3 and rail foot 4 and chamber filling 5.The manufacturer may also, if he wishes to achieve a different adjustment of the surface softness, coat the chamber 5 with another layer of plastic. This also applies to the side opposite the rail, if, for example, a plastering is to be applied there and if further disconnection of the plywood from the chamber is to be ensured there.This depends on the type of chamber filling body or rail environment.

Figure 2 shows chamber filling tubes 5 arranged in a similar manner to Figure 1 but in this case with a recess 51. Between the two recesses 51 a metal clamp 7 is extended to fix the chamber filling tubes 5 in their position on railway deck 3. This design can be applied additionally to an adhesive layer 6 to increase the pressure of the chamber filling tubes on the railway deck or to improve the coupling of the chamber filling tubes to the railway deck 3. However, it can also be coated on an adhesive layer 6 of the chamber filling tubes with a plastic layer which then fills the fuse taken through the adhesive here, especially if the layer has significantly increased tolerances, which can be easily increased by the inclusion of the mold. Of course, other forms of brackets can be used instead of the brackets shown here. The chamber filling shall be made to the lengths required locally; these may be greater than 1 m on a free-standing track on a tramway without a railway footing of the usual type, while otherwise the length of the chamber filling shall be adapted to the railway footing in its length and shape.

Claims (5)

1. Rail (1, 1') with damping media (5) that mainly consist of a cavity fill body produced in extrusion or injection molding processes and made of thermoplastic with finely distributed metal components within and a specific finished body weight of 2.4 g/cm³, and is coupled to the rail web (3) and/or the rail flange (4) by means of a permanently flowable intermediate layer (6) and/or a metal bracket (7).
2. Rail as in claim 1, characterized by a standard density of 2.5 to 3.9 g/cm³and a preferred density of 2.9 to 3.5 g/cm³.
3. Rail as in claim 1 or 2, characterized by a body (5) made of thermoplastic of polyethylene or polypropylene.
4. Rail as in one of the above claims, characterized by a cavity fill body with a volumetric content of 35 to 70% of metal components hematite and magnetite.
5. Rail as in one of the above claims, characterized by metal components that consist of mill scale.