WO1995006166A1 - Assiette de rail - Google Patents

Assiette de rail Download PDF

Info

Publication number
WO1995006166A1
WO1995006166A1 PCT/EP1994/002759 EP9402759W WO9506166A1 WO 1995006166 A1 WO1995006166 A1 WO 1995006166A1 EP 9402759 W EP9402759 W EP 9402759W WO 9506166 A1 WO9506166 A1 WO 9506166A1
Authority
WO
WIPO (PCT)
Prior art keywords
plate
rail
recess
bearing according
buffer
Prior art date
Application number
PCT/EP1994/002759
Other languages
German (de)
English (en)
Inventor
Heinz Fischer
Original Assignee
Heinz Fischer
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
Application filed by Heinz Fischer filed Critical Heinz Fischer
Priority to DE59407156T priority Critical patent/DE59407156D1/de
Priority to EP94926854A priority patent/EP0739436B1/fr
Publication of WO1995006166A1 publication Critical patent/WO1995006166A1/fr

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
    • E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape
    • E01B9/688—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape with internal cavities
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
    • E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape

Definitions

  • the invention relates to a rail bearing according to the preamble of claim 1 and 2 respectively.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the buffer is pretensioned both in the vertical and in the horizontal direction, with the associated advantages.
  • 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.
  • the lateral deflections are very small, so that there is a correspondingly high track accuracy.
  • 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.
  • the hardness values of claim 4 have proven to be particularly favorable.
  • 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.
  • 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.
  • 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.
  • the concrete can be made fiber-reinforced according to claim 13.
  • 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.
  • helical compression springs have also proven themselves as plate tension clamps.
  • FIG. 3 is a plan view of the parts of FIG. 2,
  • FIG. 6 is a plan view of the left part of a concrete sleeper
  • FIGS. 10 and 11 shows a plan view of the left part of the concrete sleeper of FIGS. 10 and
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • 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.
  • the tension clamp 22 has a maximum swing path of about 2.5 mm
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the settlement of the elastic material that normally occurs is limited.
  • Particularly high attenuation can be achieved by choosing the thickness of the individual layers.
  • 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
  • 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.
  • FIGS. 12 and 13 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.
  • 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.

Landscapes

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

Abstract

Une assiette de rail comprend un tampon (14) en un matériau élastique situé dans un évidement (19) de l'infrastructure (18). Des brides de serrage (21, 22) exercent une précontrainte dans le sens vertical. Les sections de la zone marginale (16) du tampon (14) qui s'étendent entre les parois latérales (20, 33) de l'évidement (19) et la plaque (5) soumises à une précontrainte dans le sens horizontal. En outre, la zone marginale (16) du tampon (4) peut être constituée d'un matériau plus dur, alors que la partie de base (15) du tampon (14) est constituée d'un matériau moins dur. Il en résulte des surfaces qui convergent, vers le bas, sur les parois latérales (20, 33) de l'évidement (19) et/ou de la plaque (5). On obtient ainsi une assiette de rail avec une structure aussi simple que possible qui amortit les vibrations aussi bien dans le sens horizontal que dans le sens vertical et qui maintient l'alignement de la voie de façon très précise.
PCT/EP1994/002759 1993-08-24 1994-08-19 Assiette de rail WO1995006166A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE59407156T DE59407156D1 (de) 1993-08-24 1994-08-19 Schienenlager
EP94926854A EP0739436B1 (fr) 1993-08-24 1994-08-19 Assiette de rail

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4328347A DE4328347C2 (de) 1993-08-24 1993-08-24 Schienenlager
DEP4328347.0 1993-08-24

Publications (1)

Publication Number Publication Date
WO1995006166A1 true WO1995006166A1 (fr) 1995-03-02

Family

ID=6495829

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1994/002759 WO1995006166A1 (fr) 1993-08-24 1994-08-19 Assiette de rail

Country Status (3)

Country Link
EP (1) EP0739436B1 (fr)
DE (2) DE4328347C2 (fr)
WO (1) WO1995006166A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7070934B2 (en) 1999-01-12 2006-07-04 Sangamo Biosciences, Inc. Ligand-controlled regulation of endogenous gene expression

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19516097C2 (de) * 1995-05-03 1999-01-28 Draebing Kg Wegu Schienenlagerung für eine Schiene
BE1013537A3 (nl) * 2000-05-25 2002-03-05 Composite Damping Material Nv Werkwijze en strook voor het uitlijnen van een geluidsarme spoorlijn.
DE202006016616U1 (de) * 2006-06-20 2007-01-04 Sedra Gmbh Kontinuierliche elastische Schienenlagerung
DE102022003578A1 (de) 2022-09-27 2024-03-28 Elisabeth Ortwein Schienenlagerungseinrichtung zur schalldämpfenden Lagerung einer Schiene

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2032915A1 (de) * 1970-07-02 1972-01-13 Vossloh Werke GmbH, 5980 Werdohl Schwellenlose Befestigung von Schie nen auf Tunnelsohlen, Farbahnplatten und dergleichen
DE3926392A1 (de) * 1989-02-01 1990-08-02 Studiengesellschaft Fuer Unter Schalldaemmendes schienenlager
DE4031540A1 (de) * 1990-10-05 1992-04-09 Heinz Fischer Schienenlager

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2717394C3 (de) * 1977-04-20 1980-10-16 Hoesch Werke Ag, 4600 Dortmund Höhen- und stufenlos seitenverstellbare federnde Schienenbefestigung
DE8615554U1 (fr) * 1986-06-10 1987-12-03 Stahlwerke Peine-Salzgitter Ag, 3150 Peine, De
DE3937086A1 (de) * 1989-11-07 1991-05-08 Clouth Gummiwerke Ag Einrichtung zum lagern von schienen fuer schienenfahrzeuge
DE4211366C2 (de) * 1992-04-04 1995-05-24 Heinz Fischer Schienenlager

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2032915A1 (de) * 1970-07-02 1972-01-13 Vossloh Werke GmbH, 5980 Werdohl Schwellenlose Befestigung von Schie nen auf Tunnelsohlen, Farbahnplatten und dergleichen
DE3926392A1 (de) * 1989-02-01 1990-08-02 Studiengesellschaft Fuer Unter Schalldaemmendes schienenlager
DE4031540A1 (de) * 1990-10-05 1992-04-09 Heinz Fischer Schienenlager

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7070934B2 (en) 1999-01-12 2006-07-04 Sangamo Biosciences, Inc. Ligand-controlled regulation of endogenous gene expression

Also Published As

Publication number Publication date
EP0739436B1 (fr) 1998-10-21
DE59407156D1 (de) 1998-11-26
DE4328347C2 (de) 1997-06-26
DE4328347A1 (de) 1995-03-02
EP0739436A1 (fr) 1996-10-30

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