WO1995006166A1

WO1995006166A1 - Rail seat

Info

Publication number: WO1995006166A1
Application number: PCT/EP1994/002759
Authority: WO
Inventors: Heinz Fischer
Original assignee: Heinz Fischer
Priority date: 1993-08-24
Filing date: 1994-08-19
Publication date: 1995-03-02
Also published as: EP0739436A1; EP0739436B1; DE4328347C2; DE59407156D1; DE4328347A1

Abstract

A rail seat has a buffer (14) made of elastic material arranged in a recess (19) of the substructure (18). Plate clamps (21, 22) ensure prestressing in the vertical direction. The sections of the marginal area (16) of the buffer (14) which extend between the side walls (20, 33) of the recess (19) and the plate (5) are prestressed in the horizontal direction. In addition, the marginal area (16) of the buffer (4) may be made of a harder material and its base part (15) of a softer material. Downwardly converging surfaces result at the side walls (20, 33) of the recess (19) and/or plate (5). A rail seat having a design as simple as possible is thus obtained that dampens vibrations both in the horizontal and vertical directions and very accurately maintains the track in alignment.

Description

Rail bearing

2. The invention relates to a rail bearing according to the preamble of claim 1 and 2 respectively.

In a known sleeper-less rail bearing of this type (DE-OS 20 32 915), the recess of the substructure is formed by a one-piece, rectangular frame. The side walls of the recess run vertically and end in places above the contact surface of the substructure. The base part of the buffer located below the plate has approximately the same thickness as the edge part. The vertical deflection under load is low and the damping behavior is limited to a limited structure-borne noise frequency range. If transverse forces occur on the rail head, the edge part running parallel to the rail, starting from the non-prestressed state, is pressed together, so that relatively large deflections of the rail head result, which impairs the track accuracy. The buffer is provided with profiles that are symmetrical to the central plane. Also known is a rail bearing (DE-OS 39 37 086), in which a buffer made of elastic material is arranged in a recess in a concrete sleeper and has a thickness of 40 to 55 mm. A downward-facing edge of the plate carrying the rail engages between the buffer and the side wall in the recess in the concrete. In addition, the plate is gripped and secured in its position by arms directed towards the rail on a support element on which the central section of the plate clamping clamp rests. This buffer is not non-positively mounted. Damping of horizontal vibrations is not provided. The greater deflection under load due to the buffer thickness leads to increased vibration excitation in the rail bearing.

Furthermore, in the older, not previously published application WO 93/20281, a rail bearing is specified in which the plate carrying the rail is arranged in a recess in the buffer, but the edge parts of which protrude from the recess in the substructure and through external clamping elements are placed under horizontal prestress. Lateral arms on the clamping elements secure the position of the plate. In this way, good damping is obtained in both the vertical and horizontal directions in conjunction with high tracking accuracy.

The invention is based on the object of specifying a rail bearing of the type described at the outset with low construction costs and high tracking accuracy, which has good damping both in the vertical direction and in the horizontal direction.

This object is achieved by the features of claim 1. With this construction, under the influence of the plate clamps, the base part is pretensioned in the vertical direction and the edge part in the horizontal direction. As a result of this preload, the buffer remains completely or to a large extent in the preloaded region in the case of both horizontal and vertical vibrations, which results in good damping behavior. The deflection in the horizontal direction is slight, which leads to high tracking accuracy. The structural effort is low because no additional clamping element is required to generate the horizontal pretension, rather it is generated between the side wall of the plate and the fixed side wall of the recess, which at least partially overlaps in height.

The buffer is framed rigid on five sides by a bottom surface and four side walls of the recess, which are approximately vertical and preferably converge slightly downward, and is already in ruin on the sixth side by the rigid plate, which is under the influence of the plate clamps Pre-tensioned in the direction of the dynamic load. This results in a non-positive bearing. As a result, the free travel that occurs during deflection as a result of dynamic loading is negligible. The damping occurs immediately under load, whereby damping of the vibrations caused by the axle load and running in and out of the rail is also guaranteed. The overall travel remains short. The rigid shape of the border also has the effect that - regardless of how the lines of force run under load - a lateral deformation of the buffer is excluded. This leads to the opposite effect of force. Thus, for the forces acting from different directions and with varying strength, an optimal damping (power consumption and conversion of the Vibration energy in heat) reached. In addition, possible deformations can occur evenly due to cavities in the buffer, the plate is centered automatically and there are no wear points on the buffer. With this system, the typical vibrations, loads and resonances, which are caused by the design of the rail bearing, the structure of the track, the relationship between wheel and rail and in interaction with the vehicle, can be absorbed and effectively damped. A level reduction in the entire excited frequency range can be achieved.

Another solution is given by the features of claim 2.

With this construction too, the buffer is pretensioned both in the vertical and in the horizontal direction, with the associated advantages. By choosing a material of greater hardness for the edge part, it is achieved that a slight horizontal compression of the edge part is sufficient to achieve sufficient pretension or adequate damping during operation. In addition, the lateral deflections are very small, so that there is a correspondingly high track accuracy. On the other hand, the base part can be designed to be significantly softer and therefore deflect more strongly under load, as is desired for reasons of adaptation to the rail bending under load.

The horizontal prestressing of the edge part in the idle state can be influenced by various measures, for example by making the relevant sections of the edge part with oversize. The converging from top to bottom are particularly recommended. renden surfaces according to claim 3. These surfaces can be provided on the entire side walls or on portions thereof. They can serve to facilitate the insertion of the buffer into the recess and, if necessary, the insertion of the plate into the recess. The plate tension clamps not only ensure that the base part of the buffer is pretensioned in the vertical direction, but also, in conjunction with the sloping side walls, that the edge parts of the buffer are pretensioned in the horizontal direction. Here, the fact can be exploited that, in the case of highly elastic rail bearings, a vertical deflection of 1 mm or more occurs solely under the influence of the plate clamping clamps, and this results in an increase in the horizontal preload of the edge part of the buffer which is dependent on the angle of inclination of the side wall . In general, a slight deviation of the side walls of the recess from the vertical direction is sufficient, for example an angle of less than 5 °. When loaded, that is to say when there is an even greater deflection, the plate is self-centered, so that there is a correspondingly high track accuracy. At the same time, because of the prevention of lateral deformation, stronger horizontal counter-forces result, which counteracts stiffening of the base part. By choosing the inclination of the side walls one can make an optimal adaptation to the given load conditions.

The hardness values of claim 4 have proven to be particularly favorable.

The multilayer structure of the base part according to claim 5, in which harder and less hard layers alternate with one another, leads to a particularly stable construction. At the same time, the time-dependent settlement size of the buffer can be reduced. The distribution of the cavities according to claim 6 ensures that the rail head deflection is reduced even further, since the uneven load distribution is taken into account.

The base part advantageously has a height of at least 25 mm. The range of 40 to 50 mm is preferred. Greater heights are possible. The height is an essential feature for the achievable damping and deflection. It not only makes it possible to compensate for different heights of adjacent rail bearings, for which washers are normally used between the rail and the plate, but also leads to a greater compression of the edge parts of the buffer due to the deformation of the elastic material. Transitions between different types of construction, such as ballast track and permanent carriageway, free route and switch area, can be carried out without any problems.

It is recommended according to claim 8 that the base part has a spring stiffness of 8 to 12 kN / mm. A spring stiffness of 10 kN / mm represents an essential parameter for the formation of a highly elastic bearing and thus for a particularly good damping. If the spring stiffness of the base part is too soft for the edge parts due to the forces occurring, one can use one there Use material of greater hardness.

The vulcanization of the plate according to claim 9 provides a high level of positional security, especially since the plate is completely or partially sunk into the recess.

When designing the substructure as a concrete part according to claim 10, no attachment is required to form the recess. It can be achieved that all forces originating from the rail from the plate directly over the buffer material on the sleepers body are transmitted. This results in a frame-rigid mounting of the plate forming the rail support in a simple manner, counteracting forces being built up under load. Furthermore, the converging side walls of the recess support the demolding of the concrete part.

A very inexpensive support element is obtained in the development according to claim 11. Since the plate is held securely in the recess of the substructure, no guide securing the position of the plate is required on the support elements.

A further simplification is achieved according to claim 12. With modern concrete parts with the concrete quality B70 or B90 it is possible to support the slab clamp directly on the concrete part. The support element is therefore reduced to a small, correspondingly inexpensive component.

If the plate clamp is supported directly on the concrete part, in order to achieve sufficient strength with small dimensions, the concrete can be made fiber-reinforced according to claim 13.

According to claim 14, the support element can be made fiber reinforced. As a result, the material expenditure can be reduced even further.

The asymmetrical shape of the plate according to claim 15 leads in the curve area to a more uniform transfer of the rail forces by the rigid plate and thus to a stabilization of the predetermined rail inclination. This is particularly suitable for high-speed railways. The measure of claim 16 keeps the space outside the plate free of tensioning and holding elements. This is of particular interest for the turnout and crossing area.

According to claim 17, helical compression springs have also proven themselves as plate tension clamps.

The invention is explained in more detail below with reference to a preferred exemplary embodiment shown in the drawing. Show it:

1 shows a cross section through a rail bearing according to the invention,

2 shows a section through the buffer and an associated slightly modified plate,

3 is a plan view of the parts of FIG. 2,

4 shows a section along the line A-A in FIG. 1,

5 in a partial representation corresponding to FIG. 1, a modified embodiment,

6 is a plan view of the left part of a concrete sleeper,

7 shows a section through a modified embodiment,

8 shows a cross section through the combination of buffer and plate in a modified embodiment, 9 shows a cross section through a further embodiment of a rail bearing according to the invention,

10 shows a cross section through a further embodiment,

11 shows a plan view of the left part of the concrete sleeper of FIGS. 10 and

12 and 13 two further embodiments of the

Plate tension clamps.

1 to 4 and 6, a rail 1 with head 2 and foot 3 is held on a rigid plate 5 with the interposition of an elastic layer 4. This is done with the aid of rail tension clamps 6 and 7, which are supported with one end 8 on the base 3 and with the other end 9 on the plate 5 and are clamped in the middle part by a nut 10. This nut is screwed onto the thread of a hook screw 11 which is suspended in a rib 12 on the plate 5. The support surface 5a of the plate 5 is slightly inclined, so that the center plane of the rail also forms a small angle to the vertical, which facilitates the transfer of transverse forces to the plate 5 and the coordination of the shapes of the rail and wheel rim.

This plate 5 is arranged in a recess 13 of a buffer 14 made of elastic material, preferably vulcanized therein. Below the plate 5, this buffer 14 has a base part 15 which predominantly has a Shore A hardness of 55 to 65, and an edge part 16 which runs around the plate 5 and extends approximately vertically upwards and which is made of a material with a Shore A hardness of 70 to 80 and a width has, which is substantially less than the height of the base part 15 and in the exemplary embodiments less than half the height and preferably approximately equal to a quarter. The buffer has 15 cavities 17 in the base part, which, in conjunction with the lower Sho hardness, leads to a spring stiffness in the vertical direction of approximately 10 kN / mm. The number of voids is reduced on the outside of the curve. The resulting increase in rigidity reduces the lateral deflection of the rail head 2.

A concrete part 18, in particular a threshold, has a recess 19 in the form of a depression in which the buffer 14 carrying the plate 5 is inserted. The height of the recess is such that the

Plate 5 lies completely or largely within the recess 19. The side walls 20 of the recess 19 are slightly a few degrees from the vertical, e.g. 5 °, inclined so that they converge from top to bottom. This applies at least to the area of the base part.

The plate 5 is loaded by two plate clamps 21 and 22, the biased inner end 23 of which rests on the surface of the plate. A support element 24 engages with a groove-shaped extension 25 in a groove 26 and is otherwise guided through lateral ribs 27 (see FIGS. 4 and 6). The support element 24 is therefore secured against displacement in the longitudinal and transverse directions. The second end 28 of the plate tension clamp 22 engages in the trough-shaped extension 25. The middle section 29 is held by the head 30 of a screw 31 on an elevated part 32 of the support element. While the side walls 33 of the plate 5 parallel to the rail are almost vertical in FIG. 1, the side walls 33 'of the plate 5' in FIG. 2 are inclined such that they converge from top to bottom, namely at an angle of approximately 30 ° to the vertical while the opposite side wall sections of the recess run vertically.

The dashed line 16a in FIG. 2 indicates how the edge part 16 looks in the relaxed state. The solid line 16b shows the edge part 16 in the installed position, where the material is under tension.

5 shows a modification in which reference numerals increased by 100 are used for corresponding parts. The main difference is that the outer end 128 of the plate clamp 122 rests directly in the groove 126 of the concrete part 118. Furthermore, the support element 124 is located between the plane formed by the side wall 120 and this channel 126, and thus has a very small design.

When the plate clamps 21 and 22 have been put in place, they compress the base part 15 of the buffer 14 so that it is biased vertically and deflected by, for example, 1 mm to 2 mm. When the rail is loaded while maintaining the tensioning clamping force, further compression takes place, for example by 2 mm to 5 mm. The

Preload force is approximately 1200 to 1800 kp, the spring stiffness in the base part is approximately 10 kN / mm. The plate clamps are designed accordingly. In Fig. 1, the tension clamp 22 has a maximum swing path of about 2.5 mm, in Figs. 5 and 10, the tension clamp 122 has a maximum swing path of about 5 mm. The height of the base part 15 below the plate 5 is in this Embodiment 50 mm, the height of the remaining edge part 16 about 5 mm and its width about 12 to 15 mm.

When the plate tensioning clamps 21 and 22 are loaded, not only is there a prestressing in the vertical direction, but also a prestressing of the edge parts 16 in the horizontal direction. This is because the edge part is oversized compared to the installation position. And when the plate is pressed down, the distance between the plate side wall 33 and the recess side wall 20 becomes smaller. An excess of about 2 mm has proven to be expedient. The desired preload can be achieved with this. In addition, manufacturing tolerances for concrete and buffer can be compensated for. The edge parts 16 preloaded in this way can dampen transverse vibrations, but do not allow any strong deflections. If, in special cases, the deflection exceeds a predetermined amount, for example 1.5 mm, a stop 34 strikes the inner end 23 of the plate clamping clamp 21, so that a further deflection is prevented.

Since all the occurring forces are absorbed in an elastically buffered manner in this bearing design, there is an extraordinarily good damping of the vertically and horizontally propagating vibrations, the vibrations and the structure-borne noise in the entire relevant frequency range, and at the same time a reduction in the secondary-excited airborne noise the membrane effect of the rail and wheel rim or the unsprung axle mass). With known rail supports, a damping of max. Achieve 8 to 16 dB in the range of 45 to 80 Hz. Damping in the vibration area does not occur; a noteworthy reduction in airborne sound excitation cannot be determined. In contrast, an attenuation of 25 to 35 dB in the relevant fre- frequency range from 0 to 250 Hz and also detectable. This highly elastic mounting of the rails also leads to a reduction in the dynamic load on the roadway and soil and the wear on the wheel rim and rail.

Because the elastic material is structurally covered up to the end face of the edge part, the free area, which is the direct weather influences, e.g. Ozone and UV radiation, and exposed to external temperature influences, are kept extremely small. This increases the life of the rail bearing. Frictions in the support during deflection are excluded because of the force-fitting mounting of the plate in connection with the prevention of lateral deformation of the buffer material, which leads to an effective counterforce. A drainage of the bearing is generally not necessary because water on the top of the bearing can easily drain off. The reduction in dynamic load ensures the required long service life of the rail network.

If all the forces are dissipated via the elastomer of the buffer, there is no mechanical bridge that would preferentially transmit the excited vibrations. In order to avoid transmission by the plate tension springs, these can be supported in the channel 26 on a damping shell. In a separate earthing system, this can also have an electrically insulating effect.

FIG. 7 differs from the preceding exemplary embodiments in that the buffer 214 is designed as a laminated body. The base part 215 consists of five layers a to e, of which layers a, c and e have a greater hardness than layers b and d and in which the uppermost layer e is integral with the Edge part 216 is formed. The remaining parts, which have remained unchanged, have retained their reference numerals.

In the embodiment of FIG. 8, the plate 5 'interacts with a buffer 314, in which the edge part 316 is formed in one piece with the upper layer of the base part 315 and has a greater hardness than the lower section of the base part 215. plates 335 inserted, preferably vulcanized, in order to give the buffer 314 and thus also the rail inclination greater stability, which is particularly desirable in the case of high-speed railways. Instead of the steel plates, textile inlays or the like can also be used. be used. Due to the multiple media change, a high damping is achieved.

The multilayer structure is particularly recommended for cellular structures. On the one hand, the settlement of the elastic material that normally occurs is limited. There is a multiple refraction of the vibrations, which has an advantageous effect on the damping. Particularly high attenuation can be achieved by choosing the thickness of the individual layers.

The embodiment according to FIG. 9 corresponds to that of FIG. 1 except for the way in which the edge part 416 is placed under horizontal prestress. This is done in that the support element 424 rests on the outside on the edge part 416 and by the force of the plate tensioning clamp

422, which is deflected in the horizontal direction along an inclined surface 436, is loaded in the direction of the rail 1. For further details, reference is made to the applicant's older German patent application P 42 11 366-0-25. The structure of the buffer 414 with the edge part 416 of greater hardness and the base part 415 of lower hardness and the cavities 17 remained unchanged. 10 and 11 show an embodiment which corresponds to FIG. 1, but in which the lateral ribs 27 are dispensed with, since longitudinal and transverse forces from the plate 5 via the buffer 14 and the side walls of the recess 19 are removed and the function of the support element 24 is limited to receiving the plate tension clamps 21, 22 and possibly the electrical separation between the rail and the substructure. In addition, a tension clamp 22 with a larger oscillation path corresponding to the tension clamps 122 in FIG. 5 is selected. This construction is preferred for underground construction.

As shown in FIGS. 12 and 13, instead of the illustrated recess 19 in the form of a recess in the concrete part 18, the recess for receiving the buffer 14 can also be formed by a rectangular frame 36 which is placed on a screed or other base 37 is attached. This can be done in the usual way by means of four threshold screws arranged outside the frame 36 or, according to FIGS. 12 and 13, by means of screws 38 and 39, respectively, which penetrate the plate 5 "and the buffer 14, ie completely within the plate surface The screw 38 has a head 40 on which a plate tension clamp 41 designed as a compression spring is supported. The screw shaft engages with its thread in a nut 42 held in the base 37. The screw 39 has an abutment 43, on which a plate tension clamp 44 bent from wire is supported

Screw shaft engages in a dowel 45 in the base 37. The plate tension clamps 41 and 44 therefore generate a vertical preload in the base part of the buffer 14, a horizontal preload in the edge part of the buffer 14 and a clamping force around the frame 36 to keep in place. Also note the fillet 46 at the transition from the floor surface to the side tenwand of the recess. This rounding avoids undesired cavities, ensures that the elastomer is also stressed at the corners and reduces the material expenditure of the frame.

Finally, the central plane 47 of the rail 1 is illustrated between FIGS. 12 and 13. The side wall 33 of the plate 5 "on the outside of the curve has a distance a1 from this center plane 47 which is greater than the distance a2 between this center plane 47 and the side wall 33 of the plate 5" on the inside of the curve.

The plate 5 is vulcanized to the buffer material in the exemplary embodiments. However, it is often sufficient to simply insert the plate.

It is expedient if the plate 5 is available in three or four sizes, for example with a length of 360, 560, 650 and 730 mm. You can then store both continuous tracks as well as switches, crossings and other special forms of rail guidance in the same way.

Claims

claims

1. Rail bearing with a buffer (14; 114; 214; 314) made of elastic material, which has a base part (15; 115; 215; 315) and a recess (13) forming the edge part (16; 116; 216; 316) ) and in one of the recesses at least partially in the

Height overlapping recess (19; 119) of the substructure is arranged, and with a plate (5; 5 '; 5 ", which is loaded in the recess and is loaded by plate tension clamps (21, 22; 41; 44; 122). ) on which the rail (1) is

Tensioning clamps (6, 7) is held, characterized in that the recess (19) has all-round side walls (20) reaching to the bottom, that at least those in the rail direction between the side walls (20, 33; 33 '; 133) of the recess (19) and the plate (5; 5') extending portions of the edge part (16; 116; 216; 316) of the buffer (14; 114; 214; 314) in their installation position ¬ lung, in which the base part (15; 115; 215; 315) under the influence of the plate clamps (21, 22; 41, 44; 122) is biased in the vertical direction, biased in the horizontal direction.

2. Rail bearing, in particular according to claim 1, with a buffer (14; 114; 214; 314; 414) made of elastic material, which has a base part (15; 115; 215; 315; 415) and a recess (13) forming edge part (16; 116; 216; 316; 416) and is arranged in a recess (19; 119) of the substructure, and is loaded with a plate clamp (21, 22; 41; 44; 122), in the recessed plate (5; 5 '; 5 ") on which the rail by means of rail clamps (6,

7), characterized in that at least the sections of the edge part (16; 116; 216; 316; 416) running in the direction of the rail in their installed position in which the base part (15; 115; 215; 315; 415 ) under the influence of the plate clamping clamps (21, 22; 41, 44; 122) is biased in the vertical direction, biased in the horizontal direction, and that the buffer (14; 114; 214; 314; 414) in the edge part (16; 116; 216; 316; 416) consists of a material of greater hardness and has a material of lower hardness in the base part (15; 115; 215; 315; 415).

3. Rail bearing according to claim 1 or 2, characterized by surfaces converging from top to bottom on the side walls (20, 33; 33 '; 133) of the recess (19) and / or the plate (5; 5') .

4. Rail bearing according to one of claims 1 to 3, characterized in that the hardness in the edge part (16; 116) is approximately 70 to 80 Shore A and in the base part (15; 115) is approximately 55 to 65 Shore A.

5. Rail bearing according to one of claims 1 to 4, characterized in that the base part (15; 315) consists of several layers of different hardness be¬.

6. Rail bearing according to one of claims 1 to 5, characterized in that the base part (15; 115; 415) has cavities (17) which are provided to a lesser extent on the curve side.

7. Rail bearing according to one of claims 1 to 6, characterized in that the base part (15; 115; 215; 315; 415) has a height of at least 25 mm.

8. Rail bearing according to one of claims 1 to 7, characterized in that the base part (15; 115; 215; 315; 415) has a spring stiffness of 8 to 12 kN / mm.

9. Rail bearing according to one of claims 1 to 8, characterized in that the plate (5) in the recess (13) of the buffer (14) is vulcanized.

10. Rail bearing according to one of claims 1 to 9, characterized in that the substructure is formed by a concrete part (18), in the upper side of which the recess (19) is formed as a depression.

11. Rail bearing according to one of claims 1 to 10, characterized in that the central portion (29; 129) of each plate tension clamp (21, 22; 122) on a rotationally fixed support element (24;

124) which is arranged completely outside the plane which is determined by the side wall (20; 120) of the recess (19; 119) parallel to the rail (1).

12. Rail bearing according to claim 10 and 11, characterized ge indicates that the support element (124) between the recess (119) and a direct support of the plate clamp (122) enabling parallel to the rail channel (126) is arranged.

13. Rail bearing according to one of claims 10 to 12, characterized in that the concrete is made fiber-reinforced.

14. Rail bearing according to one of claims 10 to 12, characterized in that the support element (124) is made fiber-reinforced.

15. Rail bearing according to one of claims 1 to 14, characterized in that the distance (a,) of the plate side wall from the rail on the curve outside is greater than the distance (a ₂ ) on the inside of the curve.

16. Rail bearing according to one of claims 1 to 15, characterized in that the plate clamping clamps (41; 44) are supported on abutments by screws (38; 39), the shafts of the plate (5 ") and the buffer ( 14) enforce and are anchored in the substructure.

17. Rail bearing according to one of claims 1 to 16, characterized in that the plate clamping clamps (41) are helical compression springs.