EP0420882B1 - Rail for vehicles - Google Patents

Rail for vehicles Download PDF

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Publication number
EP0420882B1
EP0420882B1 EP89906759A EP89906759A EP0420882B1 EP 0420882 B1 EP0420882 B1 EP 0420882B1 EP 89906759 A EP89906759 A EP 89906759A EP 89906759 A EP89906759 A EP 89906759A EP 0420882 B1 EP0420882 B1 EP 0420882B1
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EP
European Patent Office
Prior art keywords
rail
boundary surfaces
vertical
angle
frame
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Expired - Lifetime
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EP89906759A
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German (de)
French (fr)
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EP0420882A1 (en
EP0420882B2 (en
Inventor
Elisabeth Ortwein
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ThyssenKrupp GfT Gleistechnik GmbH
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Individual
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Priority to AT89906759T priority Critical patent/ATE97180T1/en
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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
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/62—Rail fastenings incorporating resilient supports
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • 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
    • E01B9/686—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape with textured surface
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/11—Embedded tracks, using prefab elements or injecting or pouring a curable material

Definitions

  • the invention relates to an elastically mounted rail for rail vehicles, which is supported with the lateral boundary surfaces of the rail web via elastic intermediate layers against the inner lateral boundary surfaces of a frame, the boundary surfaces tapering downward in a straight line.
  • a better sound insulation is achieved with another known rail, in which a region tapering downwards in a straight line is provided in the region of the rail web, with which the rail is supported against a frame via elastic intermediate layers, the inner lateral boundary surfaces of which also run in a straight line (DE- OS 35 40 128).
  • this rail both the lateral boundary surfaces of the rail web and the inner lateral boundary surfaces of the frame each form only an angle with the vertical. This enables a largely correct setting of the characteristic.
  • the invention has for its object to improve the rail mentioned in such a way that it allows an optimal setting of the characteristic curve for each application and is therefore still superior to the aforementioned known rail.
  • each elastic intermediate layer between the rail and the frame is biased such that it has a spring constant between 2 KN / mm and 8 KN / mm, preferably 3.5 KN / mm based on 1 m rail length .
  • the elastic intermediate layers can absorb forces due to deformation work and release them again when the load is released. This not only increases driving comfort, but primarily results in considerable sound absorption.
  • each elastic intermediate layer is provided with recesses.
  • the spring travel can be designed as desired via the possible deflection travel of the rail and can thus be adapted to all requirements.
  • the recesses are arranged within the elastic intermediate layer.
  • the recesses are expediently dimensioned such that when the normal loading of the rail is reached, the deflection of the rail is between 1 mm and 15 mm, preferably about 6 mm. This deflection is sufficiently large to achieve the desired sound absorption and still requires very little space.
  • the recesses essentially have the shape of a rectangle which extends in the direction of the lateral boundary surfaces of the rail web, and in that the The width of the rectangle is such that it assumes the value zero when the rail is under normal load.
  • At least two recesses are provided in each elastic intermediate layer.
  • the elastic intermediate layers are connected to one another by a connecting piece enclosing the rail base with similar properties to the elastic intermediate layers, a free space being provided between the rail base and the connecting piece or between the connecting piece and the bottom of the frame, the height of which Deflection of the rail when normal load is reached.
  • the connecting piece can consist of the same material as the elastic intermediate layers.
  • the connecting piece To round off the kink in the characteristic curve that occurs when the normal load on the rail is exceeded, the connecting piece must be On is provided sets that extend over the entire height of the free space below the rail foot.
  • a certain lateral movement is made possible for the rail foot in that the connecting piece is provided with cutouts on its side facing away from the rail foot.
  • a preferred embodiment of the invention is that the inner lateral boundary surfaces of the frame taper straight down and form an angle with the vertical, which is between 5 ° and 30 °, and that the lateral boundary surfaces of the rail web are bent such that the the upper section of the boundary surfaces with the perpendicular forms an angle between 0 ° and 10 ° and the lower section of the boundary surfaces forms an angle between 15 ° and 30 ° with the vertical, the two sections of the lateral boundary surfaces of the rail web running in a straight line.
  • a further advantageous embodiment of the invention consists in that the lateral boundary surfaces of the rail web have a section which tapers downwards in a straight line and forms an angle with the vertical which is between 0 ° and 30 °, and in that the inner lateral boundary surfaces of the frame are bent that the upper portion of the boundary surfaces with the vertical forms an angle between 15 ° and 40 ° and the lower section of the boundary surfaces with the vertical forms an angle between 0 ° and 10 °.
  • angles are expediently chosen such that the angle which the upper section of the boundary surfaces of the rail web forms with the vertical is approximately 3 °, the angle which the lower section of the rail web forms with the vertical is approximately 20 °, and that the angle which the inner lateral boundary surfaces of the frame form with the vertical is approximately 15 °; or that the angle that the upper section of the inner boundary surfaces of the frame forms with the vertical is approximately 20 °, that the angle that the lower section of the frame forms with the vertical is approximately 3 °, and that the angle, which form the lateral boundary surfaces of the rail web with the vertical, is about 18 °.
  • the elastic intermediate layer extends to the web of the standardized rail.
  • the penetration of water between the rail and the frame is prevented by the fact that the elastic intermediate layer is provided on both sides with approximately triangular projections.
  • a standardized rail is also possible in a further embodiment of the invention, in which a molded part is attached to both sides of the web of a standardized rail, the boundary surface of which faces away from the rail web assumes the function of a lateral boundary surface of the rail web.
  • the molded part is held according to a further feature of the invention by two lugs provided on the elastic intermediate layer.
  • the elastic intermediate layer is held on the frame by an extension that overlaps the upper edge of the frame. It also greatly improves the electrical insulation between the rail and the frame.
  • a further feature of the invention is that, in the case of a prestressed elastic intermediate layer, the distance between the upper boundary surface of the rail foot and the boundary surface of the frame lying opposite it and running approximately parallel thereto is at least 5 mm.
  • the rail 1 is supported with the lateral boundary surfaces 2 of the rail web located below the rail head 3 via elastic intermediate layers 4 against the inner lateral boundary surfaces 5 of the frame 6.
  • Recesses 7 are provided within each elastic intermediate layer 4, which have approximately the shape of a rectangle. This rectangle extends in the direction of the lateral boundary surfaces 2 of the rail web.
  • the width B of the rectangular recesses 7, which decreases when the rail 1 is loaded, is dimensioned such that it assumes the value zero at the normal load N (see FIG. 4) indicated by an arrow.
  • the elastic intermediate layers 4 are connected to one another by a connecting piece 9 enclosing the rail foot 8.
  • a free space 11 is provided below the rail foot 8. This free space 11 can, as shown in Fig. 1, be provided between the rail base 8 and the connector 9, or, as shown in Fig. 2, between the connector 9 and the bottom 10 of the frame 6.
  • the connector 9 can be Approaches 13 are provided, which extend over the entire height of the free space 11.
  • the inner lateral boundary surfaces 5 of the frame 6 run rectilinearly and therefore form only an angle W6 with the vertical S, while the lateral boundary surfaces 2 of the rail web are bent in such a way that their upper region 2.0 forms an angle W1.0 with the vertical S and its lower one Area 2.U forms an angle W1.U with the vertical S.
  • the lateral boundary surfaces of the rail web run rectilinearly and therefore only form an angle W1 with the vertical S, while the inner lateral boundary surfaces 5 of the frame 6 are bent in such a way that their upper region 5.0 corresponds to the Vertical S forms an angle W6.0 and its lower area 5.U forms an angle W6.U with vertical S.
  • a free space 11 is provided below the rail foot 8.
  • the height H of the free space 11 corresponds to the deflection E of the rail 1 at the normal load N (see FIG. 4), so that the height H of the free space 11 at the normal load N assumes the value zero.
  • the connecting piece 9 is provided with cutouts 12 on the side of the rail foot 8, on the side facing away from the rail foot 8 (cf. FIG. 3).
  • Fig. 5 shows the left half of an elastic intermediate layer 4 in the untensioned state.
  • the elastic intermediate layer 4 On its side facing away from the rail 1, the elastic intermediate layer 4 is provided with approximately rectangular projections 14, which serve to preload the elastic intermediate layer 4 after it has been installed. Furthermore, the elastic intermediate layer 4 has in its upper region approximately triangular projections 15 on both sides, which prevent the ingress of water between the rail and the frame.
  • a molded part 17 is attached to the web 16 of a standardized rail 1A on both sides.
  • the boundary surface 2A of the molded part 17 facing away from the web 16 of the rail 1A assumes the function of a lateral boundary surface of the web of the rail 1A.
  • the molded part 17 is held by a lower nose 18 provided on the elastic intermediate layer 4A and an upper nose 19 which is located at the end of an extension 20 of the elastic intermediate layer 4A which overlaps the molded part 17.
  • the elastic intermediate layer 4A is held by a projection 21 which overlaps the upper edge of the frame 6A.
  • the molded part 17 is provided on its boundary surface 2A facing away from the web 16 of the rail 1A with approximately triangular projections 24 which move the molded part 17 relative to the elastic one Prevent intermediate layer 4A.
  • the exemplary embodiment shown in FIG. 7 also has a standardized rail 1A.
  • the elastic intermediate layer 4B extends to the web of the standardized rail 1A.
  • a distance A is provided between the upper boundary surface 8.0 of the rail foot and the boundary surface 6.U of the frame 6 which runs approximately parallel thereto and runs parallel thereto.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
  • Body Structure For Vehicles (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Seats For Vehicles (AREA)

Abstract

In a resiliently mounted rail (1) for rail vehicles, the lateral limiting surfaces (2) below the rail head (3) abut against the inner lateral limiting surfaces (5) of a frame (6). In the region of the abutment, the lateral limiting surfaces (2) of the rail (1) and/or the inner lateral limiting surfaces (5) of the frame (6) are divided into two sections - an upper and a lower section - each of which tapers downward. In the upper section, the lateral limiting surfaces (2.0) of the rail (1) make an angle (W1.0) with the vertical (S) between 0° and 10°. In the lower section, the lateral limiting surfaces (2.U) of the rail (1), make an angle (W1.U) with the vertical (S) between 15° and 30°. The inner lateral limiting surfaces (5) of the frame (6) make an angle (W6) with the vertical (S) between 5° and 30°.

Description

Die Erfindung betrifft eine elastisch gelagerte Schiene für Schienenfahrzeuge, die sich mit den seitlichen Begrenzungsflächen des Schienensteges über elastische Zwischenlagen gegen die inneren seitlichen Begrenzungsflächen eines Rahmens abstützt, wobei die Begrenzungsflächen sich geradlinig nach unten verjüngen.The invention relates to an elastically mounted rail for rail vehicles, which is supported with the lateral boundary surfaces of the rail web via elastic intermediate layers against the inner lateral boundary surfaces of a frame, the boundary surfaces tapering downward in a straight line.

Bei den bekannten Schienen der vorgenannten Art wird der Verlauf der sich bei Belastung der Schiene infolge der elastischen Zwischenlage ergebenden Kennlinie nur durch die Eigenschaften des Werkstoffs der elastischen Zwischenlage bestimmt. Dies ist insbesondere sehr nachteilig bei einer Schiene mit normalem Schienenprofil (US-PS 3.525.472), weil hierbei der Winkel, den die untere Begrenzung des Schienenkopfes mit einer Senkrechten bildet, sehr groß, und der Winkel, den die seitlichen Begrenzungsflächen des Schienensteges mit der Senkrechten bildet, sehr klein ist, so daß bei richtiger Einstellung der Kennlinie für die senkrechte Belastung der Schiene die elastischen Zwischenlagen für die in waagerechter Richtung auftretende Belastung zu hart sind, während bei richtiger Einstellung der Kennlinie für die in waagerechter Richtung auftretende Belastung die elastischen Zwischenlagen für die senkrechte Belastung zu weich sind. In der Praxis werden daher stets Kompromisse geschlossen, die für keine Belastungsrichtung eine optimale Kennlinie ergeben. Bei einer solchen Schiene ist daher die Schalldämpfung außerordentlich gering.In the known rails of the aforementioned type, the course of the characteristic curve resulting when the rail is loaded as a result of the elastic intermediate layer is only determined by the properties of the material of the elastic intermediate layer. This is particularly disadvantageous in the case of a rail with a normal rail profile (US Pat. No. 3,525,472), because the angle that the lower boundary of the rail head forms with a vertical is very large, and the angle that the lateral boundary surfaces of the rail web have the vertical forms, is very small, so that with the correct setting of the characteristic for the vertical loading of the rail, the elastic intermediate layers are too hard for the load occurring in the horizontal direction, while with the correct setting of the characteristic for the load occurring in the horizontal direction, the elastic Intermediate layers are too soft for the vertical load. In practice, compromises are always made that do not result in an optimal characteristic for any load direction. With such a rail, the sound absorption is therefore extremely low.

Eine bessere Schalldämpfung wird erzielt mit einer anderen bekannten Schiene, bei der im Bereich des Schienensteges ein sich geradlinig nach unten verjüngender Bereich vorgesehen ist, mit dem sich die Schiene über elastische Zwischenlagen gegen einen Rahmen abstützt, dessen innere seitlichen Begrenzungsflächen ebenfalls geradlinig verlaufen (DE-OS 35 40 128) . Bei dieser Schiene bilden sowohl die seitlichen Begrenzungsflächen des Schienensteges als auch die inneren seitlichen Begrenzungsflächen des Rahmens jeweils nur einen Winkel mit der Senkrechten. Dies ermöglicht eine weitgehend richtige Einstellung der Kennlinie.A better sound insulation is achieved with another known rail, in which a region tapering downwards in a straight line is provided in the region of the rail web, with which the rail is supported against a frame via elastic intermediate layers, the inner lateral boundary surfaces of which also run in a straight line (DE- OS 35 40 128). With this rail, both the lateral boundary surfaces of the rail web and the inner lateral boundary surfaces of the frame each form only an angle with the vertical. This enables a largely correct setting of the characteristic.

Der Erfindung liegt die Aufgabe zugrunde, die eingangs genannte Schiene derart zu verbessern, daß sie eine für jeden Anwendungsfall optimale Einstellung der Kennlinie erlaubt und somit der vorgenannten bekannten Schiene noch überlegen ist.The invention has for its object to improve the rail mentioned in such a way that it allows an optimal setting of the characteristic curve for each application and is therefore still superior to the aforementioned known rail.

Die Lösung der gestellten Aufgabe besteht darin, daß jede elastische Zwischenlage zwischen der Schiene und dem Rahmen derart vorgespannt ist, daß sie eine Federkonstante zwischen 2 KN/mm und 8 KN/mm, vorzugsweise 3,5 KN/mm bezogen auf 1 m Schienenlänge aufweist.The solution to the problem is that each elastic intermediate layer between the rail and the frame is biased such that it has a spring constant between 2 KN / mm and 8 KN / mm, preferably 3.5 KN / mm based on 1 m rail length .

Bei der erfindungsgemäßen Schiene können bei Belastung die elastischen Zwischenlagen durch Formänderungsarbeit Kräfte aufnehmen und bei Entlastung wieder abgeben. Dies erhöht nicht nur den Fahrkomfort, sondern bewirkt in erster Linie eine erhebliche Schalldämpfung.In the case of the rail according to the invention, the elastic intermediate layers can absorb forces due to deformation work and release them again when the load is released. This not only increases driving comfort, but primarily results in considerable sound absorption.

In Ausgestaltung der Erfindung ist jede elastische Zwischenlage mit Ausnehmungen versehen. Durch entsprechende Wahl der Form und der Anordnung dieser Ausnehmungen kann der Federweg über den möglichen Einfederungsweg der Schiene beliebig gestaltet und somit allen Erfordernissen angepaßt werden.In an embodiment of the invention, each elastic intermediate layer is provided with recesses. By appropriate choice of the shape and the arrangement of these recesses, the spring travel can be designed as desired via the possible deflection travel of the rail and can thus be adapted to all requirements.

Um sicherzustellen, daß kein Schmutz in die Ausnehmungen eindringen und deren Funktionsfähigkeit beeinträchtigen kann, sind die Ausnehmungen innerhalb der elastischen Zwischenlage angeordnet.In order to ensure that no dirt can penetrate into the recesses and impair their functionality, the recesses are arranged within the elastic intermediate layer.

Zweckmäßigerweise sind die Ausnehmungen so bemessen, daß bei Erreichen der Normalbelastung der Schiene die Einfederung der Schiene zwischen 1 mm und 15 mm, vorzugsweise etwa 6 mm beträgt. Diese Einfederung ist für die Erreichung der gewünschten Schalldämpfung ausreichend groß und erfordert trotzdem nur sehr wenig Raum.The recesses are expediently dimensioned such that when the normal loading of the rail is reached, the deflection of the rail is between 1 mm and 15 mm, preferably about 6 mm. This deflection is sufficiently large to achieve the desired sound absorption and still requires very little space.

Eine besonders einfache Beeinflussung der Kennlinie derart, daß sie bei Erreichen der Normalbelastung der Schiene einen anderen Verlauf erhält, wird dadurch erreicht, daß die Ausnehmungen im wesentlichen die Form eines Rechtecks aufweisen, das sich in Richtung der seitlichen Begrenzungsflächen des Schienensteges erstreckt, und daß die Breite des Rechtecks so bemessen ist, daß sie bei Normalbelastung der Schiene den Wert Null annimmt.A particularly simple influencing of the characteristic curve in such a way that it obtains a different course when the normal load on the rail is reached is achieved in that the recesses essentially have the shape of a rectangle which extends in the direction of the lateral boundary surfaces of the rail web, and in that the The width of the rectangle is such that it assumes the value zero when the rail is under normal load.

Nach einem weiteren Merkmal der Erfindung sind in jeder elastischen Zwischenlage mindestens zwei Ausnehmungen vorgesehen.According to a further feature of the invention, at least two recesses are provided in each elastic intermediate layer.

In Weiterbildung der Erfindung sind die elastischen Zwischenlagen durch ein den Schienenfuß umschließendes Verbindungsstück mit ähnlichen Eigenschaften wie die elastischen Zwischenlagen miteinander verbunden sind, wobei zwischen dem Schienenfuß und dem Verbindungsstück oder zwischen dem Verbindungsstück und dem Boden des Rahmens ein freier Raum vorgesehen ist, dessen Höhe der Einfederung der Schiene bei Erreichen der Normalbelastung entspricht. Hierdurch ist sowohl beim Einbau der Schiene als auch nach dem Einbau die richtige Anordnung der elastischen Zwischenlagen gewährleistet. Der Einfachheit halber kann das Verbindungsstück aus dem gleichen Werkstoff bestehen wie die elastischen Zwischenlagen.In a further development of the invention, the elastic intermediate layers are connected to one another by a connecting piece enclosing the rail base with similar properties to the elastic intermediate layers, a free space being provided between the rail base and the connecting piece or between the connecting piece and the bottom of the frame, the height of which Deflection of the rail when normal load is reached. This ensures the correct arrangement of the elastic intermediate layers both when installing the rail and after installation. For the sake of simplicity, the connecting piece can consist of the same material as the elastic intermediate layers.

Um den bei Überschreiten der Normalbelastung der Schiene auftretenden Knick in der Kennlinie abzurunden, ist das Verbindungsstück mit Ansätzen versehen ist, die sich über die gesamte Höhe des freien Raums unterhalb des Schienenfußes erstrecken.To round off the kink in the characteristic curve that occurs when the normal load on the rail is exceeded, the connecting piece must be On is provided sets that extend over the entire height of the free space below the rail foot.

Dem Schienenfuß wird dadurch eine gewisse seitliche Bewegung ermöglicht, daß das Verbindungsstück an ihrem dem Schienenfuß abgewandten Seite mit Aussparungen versehen ist.A certain lateral movement is made possible for the rail foot in that the connecting piece is provided with cutouts on its side facing away from the rail foot.

Eine bevorzugte Ausführungsform der Erfindung besteht darin, daß die inneren seitlichen Begrenzungsflächen des Rahmens sich geradlinig nach unten verjüngen und mit der Senkrechten einen Winkel bilden, der zwischen 5° und 30° beträgt, und daß die seitlichen Begrenzungsflächen des Schienensteges derart abgeknickt sind, daß der oberen Abschnitt der Begrenzungsflächen mit der Senkrechten einen Winkel zwischen 0° und 10° und der untere Abschnitt der Begrenzungsflächen mit der Senkrechten einen Winkel zwischen 15° und 30° bildet, wobei die beiden Abschnitte der seitlichen Begrenzungsflächen des Schienensteges geradlinig verlaufen.A preferred embodiment of the invention is that the inner lateral boundary surfaces of the frame taper straight down and form an angle with the vertical, which is between 5 ° and 30 °, and that the lateral boundary surfaces of the rail web are bent such that the the upper section of the boundary surfaces with the perpendicular forms an angle between 0 ° and 10 ° and the lower section of the boundary surfaces forms an angle between 15 ° and 30 ° with the vertical, the two sections of the lateral boundary surfaces of the rail web running in a straight line.

Eine weitere vorteilhafte Ausgestaltung der Erfindung besteht darin, daß die seitlichen Begrenzungsflächen des Schienensteges einen sich geradlinig nach unten verjüngenden Abschnitt aufweisen, der mit der Senkrechten einen Winkel bildet, der zwischen 0° und 30° beträgt, und daß die inneren seitlichen Begrenzungsflächen des Rahmens derart abgeknickt sind, daß der obere Abschnitt der Begrenzungsflächen mit der Senkrechten einen Winkel zwischen 15° und 40° und der untere Abschnitt der Begrenzungsflächen mit der Senkrechten einen Winkel zwischen 0° und 10° bildet.A further advantageous embodiment of the invention consists in that the lateral boundary surfaces of the rail web have a section which tapers downwards in a straight line and forms an angle with the vertical which is between 0 ° and 30 °, and in that the inner lateral boundary surfaces of the frame are bent that the upper portion of the boundary surfaces with the vertical forms an angle between 15 ° and 40 ° and the lower section of the boundary surfaces with the vertical forms an angle between 0 ° and 10 °.

Bereits durch die Wahl entsprechender Winkel im oberen und im unteren Abschnitt der seitlichen Begrenzungsflächen ist eine weitgehend optimale Einstellung der Kennlinie möglich.By choosing appropriate angles in the upper and lower sections of the lateral boundary surfaces, a largely optimal setting of the characteristic curve is possible.

Zweckmäßigerweise sind die Winkel so gewählt, daß der Winkel, den der obere Abschnitt der Begrenzungsflächen des Schienensteges mit der Senkrechten bildet, etwa 3° beträgt, daß der Winkel, den der untere Abschnitt des Schienensteges mit der Senkrechten bildet, etwa 20° beträgt, und daß der Winkel, den die inneren seitlichen Begrenzungsflächen des Rahmens mit der Senkrechten bilden, etwa 15° beträgt; bzw. daß der Winkel, den der obere Abschnitt der inneren Begrenzungsflächen des Rahmens mit der Senkrechten bildet, etwa 20° beträgt, daß der Winkel, den der untere Abschnitt des Rahmens mit der Senkrechten bildet, etwa 3° beträgt, und daß der Winkel, den die seitlichen Begrenzungsflächen des Schienensteges mit der Senkrechten bilden, etwa 18° beträgt.The angles are expediently chosen such that the angle which the upper section of the boundary surfaces of the rail web forms with the vertical is approximately 3 °, the angle which the lower section of the rail web forms with the vertical is approximately 20 °, and that the angle which the inner lateral boundary surfaces of the frame form with the vertical is approximately 15 °; or that the angle that the upper section of the inner boundary surfaces of the frame forms with the vertical is approximately 20 °, that the angle that the lower section of the frame forms with the vertical is approximately 3 °, and that the angle, which form the lateral boundary surfaces of the rail web with the vertical, is about 18 °.

Bei einer besonders einfachen Ausführung der Erfindung, die die Verwendung einer genormten Schiene zuläßt, erstreckt sich die elastische Zwischenlage bis an den Steg der genormten Schiene.In a particularly simple embodiment of the invention, which allows the use of a standardized rail, the elastic intermediate layer extends to the web of the standardized rail.

Das Eindringen von Wasser zwischen Schiene und Rahmen wird dadurch verhindert, daß die elastische Zwischenlage im oberen Bereich beidseitig mit etwa dreieckförmigen Vorsprüngen versehen ist.The penetration of water between the rail and the frame is prevented by the fact that the elastic intermediate layer is provided on both sides with approximately triangular projections.

Die Verwendung einer genormten Schiene ist auch bei einer weiteren Ausführungsform der Erfindung möglich, bei der an den Steg einer genormten Schiene beidseitig je ein Formteil angesetzt ist, dessen dem Schienensteg abgewandte Begrenzungsfläche die Funktion einer seitlichen Begrenzungsfläche des Schienensteges übernimmt.The use of a standardized rail is also possible in a further embodiment of the invention, in which a molded part is attached to both sides of the web of a standardized rail, the boundary surface of which faces away from the rail web assumes the function of a lateral boundary surface of the rail web.

Damit die Lage des Formteils unverändert festliegt, ist das Formteil nach einem weiteren Merkmal der Erfindung durch zwei an der elastischen Zwischenlage vorgesehene Nasen gehalten.So that the position of the molded part remains unchanged, the molded part is held according to a further feature of the invention by two lugs provided on the elastic intermediate layer.

Um die elastischen Zwischenlagen genau zu fixieren und den Zusammenbau der Schiene mit dem Rahmen zu erleichtern, ist die elastische Zwischenlage durch einen den oberen Rand des Rahmens übergreifenden Ansatz an dem Rahmen gehalten. Außerdem wird dadurch die elektrische Isolation zwischen der Schiene und dem Rahmen erheblich verbessert.In order to fix the elastic intermediate layers precisely and to facilitate the assembly of the rail with the frame, the elastic intermediate layer is held on the frame by an extension that overlaps the upper edge of the frame. It also greatly improves the electrical insulation between the rail and the frame.

Ein weiteres Merkmal der Erfindung besteht darin, daß bei vorgespannter elastischer Zwischenlage der Abstand zwischen der oberen Begrenzungsfläche des Schienenfußes und der dieser gegenüberliegenden, dazu etwa parallel verlaufenden Begrenzungsfläche des Rahmens mindestens 5 mm beträgt.A further feature of the invention is that, in the case of a prestressed elastic intermediate layer, the distance between the upper boundary surface of the rail foot and the boundary surface of the frame lying opposite it and running approximately parallel thereto is at least 5 mm.

Die Erfindung ist anhand der Zeichnung, in der mehrere Ausführungsbeispiele der erfindungsgemäßen Schiene jeweils im Querschnitt dargestellt sind, näher erläutert. Es zeigen:

  • Fig. 1 die linke Hälfte einer von einem Rahmen umfaßten Schiene, bei der die seitliche Begrenzungsflächen des Schienensteges abgeknickt sind, während die inneren seitlichen Begrenzungsflächen des Rahmens geradlinig verlaufen;
  • Fig. 2 die rechte Hälfte der in Fig. 1 dargestellten Schiene, jedoch mit anderer Ausgestaltung des unter dem Schienenfuß vorgesehenen Verbindungsstücks;
  • Fig. 3 die linke Hälfte einer von einem Rahmen umfaßten Schiene, bei der die seitlichen Begrenzungsflächen des Schienensteges geradlinig verlaufen, während die inneren seitlichen Begrenzungsflächen des Rahmens abgeknickt sind;
  • Fig. 4 die rechte Hälfte der in Fig. 3 dargestellten Schiene, jedoch mit anderer Ausgestaltung des unter dem Schienenfuß vorgesehenen Verbindungsstücks;
  • Fig. 5 die linke Hälfte einer elastischen Zwischenlage;
  • Fig. 6 die rechte Hälfte einer von einem Rahmen umfaßten genormten Schiene;
  • Fig. 7 die rechte Hälfte einer anderen von einem Rahmen umfaßten genormten Schiene.
The invention is explained in more detail with reference to the drawing, in which several exemplary embodiments of the rail according to the invention are each shown in cross section. Show it:
  • 1 shows the left half of a rail enclosed by a frame, in which the lateral boundary surfaces of the rail web are bent, while the inner lateral boundary surfaces of the frame run in a straight line;
  • FIG. 2 shows the right half of the rail shown in FIG. 1, but with a different design of the connecting piece provided under the rail foot;
  • 3 shows the left half of a rail enclosed by a frame, in which the lateral boundary surfaces of the rail web run in a straight line, while the inner lateral boundary surfaces of the frame are kinked;
  • Fig. 4 shows the right half of the rail shown in Fig. 3, but with a different configuration of the connection provided under the rail foot pieces;
  • 5 shows the left half of an elastic intermediate layer;
  • 6 shows the right half of a standardized rail enclosed by a frame;
  • Fig. 7 shows the right half of another standardized rail enclosed by a frame.

Bei dem in den Fig. 1 und 2 dargestellten Ausführungsbeispiel stützt sich die Schiene 1 mit den seitlichen Begrenzungsflächen 2 des unterhalb des Schienenkopfes 3 befindlichen Schienensteges über elastische Zwischenlagen 4 gegen die inneren seitlichen Begrenzungsflächen 5 des Rahmens 6 ab. Innerhalb jeder elastischen Zwischenlage 4 sind Ausnehmungen 7 vorgesehen, die etwa die Form eines Rechtecks aufweisen. Dieses Rechteck erstreckt sich in Richtung der seitlichen Begrenzungsflächen 2 des Schienensteges. Die Breite B der rechteckigen Ausnehmungen 7, die sich bei Belastung der Schiene 1 verringert, ist so bemessen, daß sie bei der durch einen Pfeil angedeuteten Normalbelastung N (vgl. Fig. 4) den Wert Null annimmt. Die elastischen Zwischenlagen 4 sind durch ein den Schienenfuß 8 umschließendes Verbindungsstück 9 miteinander verbunden. Unterhalb des Schienenfußes 8 ist ein freier Raum 11 vorgesehen. Dieser freie Raum 11 kann, wie in Fig. 1 dargestellt, zwischen dem Schienenfuß 8 und dem Verbindungsstück 9 vorgesehen sein, oder, wie in Fig. 2 dargestellt, zwischen dem Verbindungsstück 9 und dem Boden 10 des Rahmens 6. Das Verbindungsstück 9 kann mit Ansätzen 13 versehen sein, die sich über die gesamte Höhe des freien Raums 11 erstrecken.In the embodiment shown in FIGS. 1 and 2, the rail 1 is supported with the lateral boundary surfaces 2 of the rail web located below the rail head 3 via elastic intermediate layers 4 against the inner lateral boundary surfaces 5 of the frame 6. Recesses 7 are provided within each elastic intermediate layer 4, which have approximately the shape of a rectangle. This rectangle extends in the direction of the lateral boundary surfaces 2 of the rail web. The width B of the rectangular recesses 7, which decreases when the rail 1 is loaded, is dimensioned such that it assumes the value zero at the normal load N (see FIG. 4) indicated by an arrow. The elastic intermediate layers 4 are connected to one another by a connecting piece 9 enclosing the rail foot 8. A free space 11 is provided below the rail foot 8. This free space 11 can, as shown in Fig. 1, be provided between the rail base 8 and the connector 9, or, as shown in Fig. 2, between the connector 9 and the bottom 10 of the frame 6. The connector 9 can be Approaches 13 are provided, which extend over the entire height of the free space 11.

Die inneren seitlichen Begrenzungsflächen 5 des Rahmens 6 verlaufen geradlinig und bilden daher mit der Senkrechten S nur einen Winkel W6, während die seitlichen Begrenzungsflächen 2 des Schienensteges derart abgeknickt sind, daß ihr oberer Bereich 2.0 mit der Senkrechten S einen Winkel W1.0 und ihr unterer Bereich 2.U mit der Senkrechten S einen Winkel W1.U bildet.The inner lateral boundary surfaces 5 of the frame 6 run rectilinearly and therefore form only an angle W6 with the vertical S, while the lateral boundary surfaces 2 of the rail web are bent in such a way that their upper region 2.0 forms an angle W1.0 with the vertical S and its lower one Area 2.U forms an angle W1.U with the vertical S.

Bei dem in den Fig. 3 und 4 dargestellten Ausführungsbeispiel verlaufen die seitlichen Begrenzungsflächen des Schienensteges geradlinig und bilden daher mit der Senkrechten S nur einen Winkel W1, während die inneren seitlichen Begrenzungsflächen 5 des Rahmens 6 derart abgeknickt sind, daß deren oberer Bereich 5.0 mit der Senkrechten S einen Winkel W6.0 und deren unterer Bereich 5.U mit der Senkrechten S einen Winkel W6.U bildet.In the embodiment shown in FIGS. 3 and 4, the lateral boundary surfaces of the rail web run rectilinearly and therefore only form an angle W1 with the vertical S, while the inner lateral boundary surfaces 5 of the frame 6 are bent in such a way that their upper region 5.0 corresponds to the Vertical S forms an angle W6.0 and its lower area 5.U forms an angle W6.U with vertical S.

Auch in diesem Falle ist unterhalb des Schienenfußes 8 ein freier Raum 11 vorgesehen. Die Höhe H des freien Raums 11 entspricht der Einfederung E der Schiene 1 bei der Normalbelastung N (vgl. Fig. 4), so daß auch die Höhe H des freien Raums 11 bei der Normalbelastung N den Wert Null annimmt. Seitlich des Schienenfußes 8, auf der dem Schienenfuß 8 abgewandten Seite, ist das Verbindungsstück 9 mit Aussparungen 12 versehen (vgl. Fig. 3).In this case too, a free space 11 is provided below the rail foot 8. The height H of the free space 11 corresponds to the deflection E of the rail 1 at the normal load N (see FIG. 4), so that the height H of the free space 11 at the normal load N assumes the value zero. The connecting piece 9 is provided with cutouts 12 on the side of the rail foot 8, on the side facing away from the rail foot 8 (cf. FIG. 3).

Fig. 5 zeigt die linke Hälfte einer elastischen Zwischenlage 4 im ungespannten Zustand. An ihrer der Schiene 1 abgewandten Seite ist die elastische Zwischenlage 4 mit etwa rechteckigen Vorsprüngen 14 versehen, die dazu dienen, eine Vorspannung der elastischen Zwischenlage 4 nach deren Einbau zu bewirken. Ferner weist die elastische Zwischenlage 4 in ihrem oberen Bereich beidseitig etwa dreieckförmige Vorsprünge 15 auf, die das Eindringen von Wasser zwischen Schiene und Rahmen verhindern.Fig. 5 shows the left half of an elastic intermediate layer 4 in the untensioned state. On its side facing away from the rail 1, the elastic intermediate layer 4 is provided with approximately rectangular projections 14, which serve to preload the elastic intermediate layer 4 after it has been installed. Furthermore, the elastic intermediate layer 4 has in its upper region approximately triangular projections 15 on both sides, which prevent the ingress of water between the rail and the frame.

Bei dem in Fig. 6 dargestellten Ausführungsbeispiel ist an den Steg 16 einer genormten Schiene 1A beidseitig ein Formteil 17 angesetzt. Die dem Steg 16 der Schiene 1A abgewandte Begrenzungsfläche 2A des Formteils 17 übernimmt die Funktion einer seitlichen Begrenzungsfläche des Steges der Schiene 1A. Das Formteil 17 ist gehalten durch eine an der elastischen Zwischenlage 4A vorgesehene untere Nase 18 und eine obere Nase 19, die sich am Ende eines das Formteil 17 übergreifenden Ansatzes 20 der elastischen Zwischenlage 4A befindet. Die elastische Zwischenlage 4A ihrerseits ist gehalten durch einen den oberen Rand des Rahmens 6A übergreifenden Ansatz 21. Das Formteil 17 ist an seiner dem Steg 16 der Schiene 1A abgewandten Begrenzungsfläche 2A mit etwa dreieckförmigen Vorsprüngen 24 versehen, die ein Verschieben des Formteils 17 gegenüber der elastischen Zwischenlage 4A verhindern.In the embodiment shown in FIG. 6, a molded part 17 is attached to the web 16 of a standardized rail 1A on both sides. The boundary surface 2A of the molded part 17 facing away from the web 16 of the rail 1A assumes the function of a lateral boundary surface of the web of the rail 1A. The molded part 17 is held by a lower nose 18 provided on the elastic intermediate layer 4A and an upper nose 19 which is located at the end of an extension 20 of the elastic intermediate layer 4A which overlaps the molded part 17. The elastic intermediate layer 4A, in turn, is held by a projection 21 which overlaps the upper edge of the frame 6A. The molded part 17 is provided on its boundary surface 2A facing away from the web 16 of the rail 1A with approximately triangular projections 24 which move the molded part 17 relative to the elastic one Prevent intermediate layer 4A.

Das in Fig. 7 dargestellte Ausführungsbeispiel weist ebenfalls eine genormte Schiene 1A auf. Bei diesem Ausführungsbeispiel erstreckt sich die elastische Zwischenlage 4B bis an den Steg der genormten Schiene 1A. Wie aus diesem Ausführungsbeispiel ferner zu ersehen ist, ist zwischen der oberen Begrenzungsfläche 8.0 des Schienenfußes und der diesem gegenüberliegenden, dazu etwa parallel verlaufenden Begrenzungsfläche 6.U des Rahmens 6 ein Abstand A vorgesehen.The exemplary embodiment shown in FIG. 7 also has a standardized rail 1A. In this embodiment, the elastic intermediate layer 4B extends to the web of the standardized rail 1A. As can also be seen from this exemplary embodiment, a distance A is provided between the upper boundary surface 8.0 of the rail foot and the boundary surface 6.U of the frame 6 which runs approximately parallel thereto and runs parallel thereto.

Claims (20)

1. Elastically borne rail (1) for rail vehicles and bearing by the lateral boundary surfaces (2) of the rail web by way of elastic intermediate layers (4) against the inward lateral boundary surfaces (5) of a frame (6), wherein the boundary surfaces (2, 5) narrow rectilinearly downwards, characterised thereby, that each elastic intermediate layer (4) is prestressed between the rail (1) and the frame (6) in such a manner that it has a spring constant between 2 kilonewtons per millimetre and 8 kilonewtons per millimetre, preferably 3.5 kilonewtons per millimetre, referred to a rail length of 1 metre.
Rail according to claim 1, characterised thereby, that each elastic intermediate layer (4) is provided with cut-outs (7).
Rail according to claim 7, characterised thereby, that the cut-outs (7) are arranged within the elastic intermediate layer (4).
Rail according to claim 2 or 3, characterised thereby, that the cut-outs (7) are so dimensioned that the spring travel (E) of the rail (1) amounts to between 1 millimetre and 15 millimetres on reaching the normal loading (N) of the rail (1).
Rail according to claim 2, characterised thereby, that the cut-outs (7) are so dimensioned that the spring travel (E) amounts to about 6 millimetres on reaching the normal loading (N) of the rail (1).
Rail according to claim 5, characterised thereby, that the cut-outs (7) display substantially the shape of a rectangle which extends in the direction of the lateral boundary surfaces (2) of the rail web and that the width (B) of the rectangle is so dimensioned that it becomes zero on normal loading (N) of the rail (1).
Rail according to one of the claims 1 to 6, characterised thereby, that at least two cut-outs (7) are provided in each elastic intermediate layer (4).
Rail according to one of the claims 1 to 7, characterised thereby, that the elastic intermediate layers (4) are connected together by a connecting member (9), which encloses the rail foot (8) and has similar properties as the elastic intermediate layers (4), wherein a clear space (11), the height (H) of which corresponds to the spring travel (E) of the rail (1) on reaching the normal loading (N), is provided between the rail foot (8) and the connecting member (9) or between the connecting member (9) and the base (10) of the frame (6).
Rail according to claim 8, characterised thereby, that the connecting member (9) is provided with projections (13), which extend over the entire height (H) of the clear space (11) underneath the rail foot (8).
10. Rail according to claim 8, characterised thereby, that the connecting member (9) is provided with recesses (12) at its side remote from the rail foot (8).
11. Rail according to one of the claims 1 to 10, characterised thereby, that the inward lateral boundary surfaces (5) of the frame (6) narrow rectilinearly downwards and are at an angle (W6), which amounts to between 5 and 30°, to the vertical (S) and that the lateral boundary surfaces of the rail web are kinked in such a manner that the upper portion (2.0) of the boundary surfaces is at an angle (W1.0) of between 0 ° and 10 ° to the vertical (S) and the lower portion (2.U) of the boundary surfaces is at an angle (W1.U) of between 15 and 30 ° to the vertical (S), wherein both the portions (2.0; 2.U) of the lateral boundary surfaces (2) of the rail web extend rectilinearly.
12. Rail according to one of the claims 1 to 10, characterised thereby, that the lateral boundary surfaces (2) of the rail web comprise a portion which narrows rectilinearly downwards and is at an angle (W1), which amounts to between 0 and 30°, to the vertical (S) and that the inward lateral boundary surfaces of the frame (6) are kinked in such a manner that the upper portion (5.0) of the boundary surfaces is at an angle (W6.0) of between 15 and 40 ° to the vertical (S) and the lower portion (5.U) of the boundary surfaces is at an angle of between 0 and 10 ° to the vertical (S).
13. Rail according to claim 11, characterised thereby, that the angle (W1.0) between the vertical (S) and the upper portion (2.0) of the boundary surfaces of the rail web amounts to about 3 °, that the angle (W1.U) between the vertical (S) and the lower portion (2.U) of the rail web amounts to about 20 ° and that the angle (W6) between the vertical (S) and the inward lateral boundary surfaces (5) of the frame (6) amounts to about 15°.
14. Rail according to claim 12, characterised thereby, that the angle (W6.0) between the vertical (S) and the upper portion (5.0) of the inward lateral boundary surfaces of the frame (6) amounts to about 20°, that the angle (W6.U) between the vertical (S) and the lower portion (5.U) of the frame (6) amounts to about 3 and that the angle (W1) between the vertical (S) and the lateral boundary surfaces (2) of the rail web amounts to about 18°.
15. Rail according to claim 12, characterised thereby, that the elastic intermediate layer (4B) reaches to the web of a standardised rail (1.A).
16. Rail according to one of the claims 1 to 15, characterised thereby, that the elastic intermediate layer (4) is provided with about triangular projections (15) at both sides in the upper region.
17. Rail according to one of the claims 1 to 16, characterised thereby, that a respective shaped part (17), the boundary surface (2.A) of which remote from the rail web (16) takes over the function of a lateral boundary surface of the rail web (16), is put on at each of both sides of the web (16) of a standardised rail (1.A).
18. Rail according to claim 17, characterised thereby, that the shaped part (17) is retained by two lugs (18, 19) provided at the elastic intermediate layer (4.A).
19. Rail according to one of the claims 1 to 18, characterised thereby, that the elastic intermediate layer (4.A) is retained at the frame (6.A) by a projection engaging over the upper rim of the frame (6.A).
20. Rail according to one of the claims 1 to 19, characterised thereby, that the spacing (A) between the upper boundary surface (8.0) of the rail foot and the boundary surface (6.U), which lies opposite this and extends about parallelly thereto, of the frame (6) amounts to at least 5 millimetres when the elastic intermediate layer (4.B) is prestressed.
EP89906759A 1988-06-01 1989-05-30 Rail for vehicles Expired - Lifetime EP0420882B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89906759T ATE97180T1 (en) 1988-06-01 1989-05-30 RAIL FOR RAIL VEHICLES.

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE8807195U 1988-06-01
DE8807195U DE8807195U1 (en) 1988-06-01 1988-06-01 Rail for rail vehicles
PCT/EP1989/000607 WO1989012140A1 (en) 1988-06-01 1989-05-30 Rail for vehicles

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EP0420882A1 EP0420882A1 (en) 1991-04-10
EP0420882B1 true EP0420882B1 (en) 1993-11-10
EP0420882B2 EP0420882B2 (en) 1997-11-12

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US (1) US5165598A (en)
EP (1) EP0420882B2 (en)
JP (1) JP2513879B2 (en)
AU (1) AU3757089A (en)
DE (2) DE8807195U1 (en)
WO (1) WO1989012140A1 (en)

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Also Published As

Publication number Publication date
WO1989012140A1 (en) 1989-12-14
JPH03504626A (en) 1991-10-09
DE8807195U1 (en) 1988-09-15
DE58906180D1 (en) 1993-12-16
AU3757089A (en) 1990-01-05
JP2513879B2 (en) 1996-07-03
US5165598A (en) 1992-11-24
EP0420882A1 (en) 1991-04-10
EP0420882B2 (en) 1997-11-12

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