EP0703318B1 - Dämpfungselement für eine Schiene - Google Patents
Dämpfungselement für eine Schiene Download PDFInfo
- Publication number
- EP0703318B1 EP0703318B1 EP94111681A EP94111681A EP0703318B1 EP 0703318 B1 EP0703318 B1 EP 0703318B1 EP 94111681 A EP94111681 A EP 94111681A EP 94111681 A EP94111681 A EP 94111681A EP 0703318 B1 EP0703318 B1 EP 0703318B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- rail
- elastomer layer
- hard
- soft
- layer
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Images
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
- E01B9/60—Rail fastenings making use of clamps or braces supporting the side of the rail
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
- E01B19/003—Means for reducing the development or propagation of noise
Definitions
- the invention relates to a damping element for a Rail, with a largely rigid support body and one hard elastomer layer arranged on the support body towards the rail great Shore hardness, the damping element with the Elastomer layer and under at least partially Intermediate arrangement of a deformable rail-side contact layer for lateral pressure on the rail is provided.
- Such Damping elements are provided for the natural frequencies to tune the rail in a lower frequency range and thus damping the vibrations in the overlying one Effect frequency range. This way both structure-borne noise emanating from the rail and from the Airborne noise caused by the rail is greatly reduced.
- a damping element of the type described above is made known from EP-A-0 150 264.
- the damping agent is there made of a steel plate platinized with plastic, which is under Intermediate arrangement of a permanently flowable mass on the side the rail is pressed.
- the continuously flowable Mass is not an integral part of the Damping element, but the mass is before attaching the Damping element on the rail on the rail or the Spread damping element. This is not a insignificant effort when attaching the damping element the rail connected.
- aging is considered as permanently flowable mass proposed liquid, jelly-like, pasty or light under light pressure not avoid kneadable solid substances. In particular if the damping element sticks to the rail, which makes it difficult to remove and replace.
- the invention has for its object a damping element of the type described above to create that with the least Effort can be mounted on the rail and off the rail again is removable.
- the Contact layer a soft elastomer layer less Shore hardness is that of the hard elastomer layer is vulcanized.
- the contact layer an integral part of the damping element and with it other components permanently connected.
- the rail must not before using the damping element be coated with a mass, which is also a later one Disassembly of the damping element difficult. Rather, the soft elastomer layer as a contact layer with the Damping element assembled and disassembled. Surprisingly there is that even soft elastomer layers are necessary Coupling of the damping element to the rail also at ensure a rough surface of the rail.
- the hardness of the hard elastomer layer is Shore preferably more than 70 shore A and the Shore hardness of the soft elastomer layer less than 50 shore A. With the new Damping element come two layers of elastomer completely different tasks too.
- the hard one The elastomer layer is used for the actual sound absorption and is therefore with a large Shore hardness, preferably around 90 shore A
- the soft elastomer layer serves in contrast to compensate for unevenness on the Surface of the rail and points to in these bumps to be malleable, advantageously a Shore hardness of about 30 shore A on.
- the reasonable thickness of the soft elastomer layer between 1 and 4 mm, preferably between 1 and 2 mm.
- the elastomer layer in the area of the bottom of the rail head and / or the rail foot thicker and too large Deformation can be provided than in the area of the rail web.
- the distance between the bottom of the rail head and the Rail foot typically exhibits the greatest tolerances a rail on.
- the bumps are also here Most pronounced surface of the rail.
- a larger thickness of the soft elastomer layer in the area of the bottom of the rail head and the rail foot at the same time ensures that the damping element can be reliably pressed onto the rail web, since there are none Deformation forces of the hard elastomer layer in the area the bottom of the rail head and the rail foot oppose.
- the shape of the damping element in the area of Rail foot and the bottom of the rail head can also do so be provided that there is automatically a larger one Contact pressure results as in the area of the rail web.
- the increased pressure force is used reliable compensation of the tolerances and Bumps.
- elastomer layers are a reliable form of the Damping element on the web possible.
- the support body can be made of Metal or hard plastic can be formed, the hard Elastomer layer is made of hard rubber and to the Support body is vulcanized and the soft Elastomer layer is made of soft rubber.
- the support body and the hard one Forming the elastomer layer in one piece from hard plastic, wherein the soft elastomer layer is made of soft rubber is.
- a single homogeneous body takes over Hard plastic both the tasks of the support body as well the hard elastomer layer. That is, it is a tool for Apply the necessary pressure and at the same time vibration-damping component of the damping element.
- the resulting only two-layer structure of the damping element has the advantage of simpler manufacturing compared to one three-layer damping element.
- the rail 1 shown in Figure 1 has a rail head 2, a rail web 3 and a rail foot 4. Between the bottom of the rail head 5 and the rail base 4 Damping elements 6 are provided on both sides of the rail.
- the Damping elements 6 are not shown here Pressing device on the side of the rail web 3 and the adjacent areas of the rail head 2 and the Rail foot 4 pressed in the direction of arrows 7.
- the reproduced both left and right of the rail 1 Damping elements 6 have a different one Building on. Usually, however, would be on both sides of the rail identical damping elements are provided.
- the left damping element 6 has a rigid support body 8 made of hard plastic, a hard one arranged on it Elastomer layer 9 and one between the hard Elastomer layer 9 and the rail 1 provided soft Elastomer layer 10 on.
- the hard elastomer layer 9 is on the support body 8 and the soft elastomer layer 10 to the hard elastomer layer 9 vulcanized.
- the soft elastomer layer 10 has only one proportion small thickness of about 1 to 2 mm. For larger thicknesses it would be the coupling of the hard elastomer layer 9 to the Obstructive track. It would be like a suspension between the Rail 1 on the one hand and the damping element 6 on the other represent. From this point of view, the soft one Elastomer layer 10 also not over the entire area between the Rail 1 and the hard elastomer layer 9 may be provided as is the case with the damping element 6 in the left part of FIG. 1 is shown. It may also be sufficient to use the soft one Elastomer layer 10 in the area of the underside of the rail head 5 and to provide the rail foot 4. A corresponding Embodiment of the damping element 6 shows the right part of Figure 1. Otherwise, the two are in Figure 1 Damping elements 6 shown constructed identically.
- the Shore hardness of the hard elastomer layers is approx. 90 shore A, that of the soft elastomer layers approx. 30 shore A.
- the damping elements 6 are replaced by a rail 1 penetrating screw 11 or a nut 12 laterally to the Rail 1 pressed. To do so in the field of Rail head underside 5 and the top of the rail base 4 a coupling of the damping elements 6 to the rail 1 ensure the damping elements 6 in these Areas excessively trained.
- the oversize 13 is in FIG. 2 limited by dashed lines. In the left Half of FIG. 2 is a distance from the rail web 3 increasing excess 13, in the right half of Figure 2 constant oversize 13 is provided. This makes it easier to Excess 13 diminishing towards the rail web according to FIG. 2, left, the molding of the damping element 6 in the profile of Rail 1 and thus provides the contact of the damping element 6 also safe with the rail web 3. With the continuous Excess 13 according to Figure 2, right, are also near the web Bumps on the bottom of the rail head 5 or Top of the rail foot 4 reliably balanced.
- the oversize 13 is primarily in the soft elastomer layer 10 provided, the maximum thickness of 4 mm can reach. Part of the oversize 13 can, however, also be used the hard elastomer layer 9 to be distributed in this Adequate coupling of the hard areas Ensure the elastomer layer on the rail 1. This Coupling could be too thick and insufficient deformed soft elastomer layer 10 are at risk.
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Railway Tracks (AREA)
- Laminated Bodies (AREA)
- Diaphragms And Bellows (AREA)
Description
- Figur 1
- eine Schiene mit zwei Ausführungen des Dämpfungselements und
- Figur 2
- eine Schiene mit zwei weiteren Ausführungen des Dämpfungselements.
- 1 -
- Schiene
- 2 -
- Schienenkopf
- 3 -
- Schienensteg
- 4 -
- Schienenfuß
- 5 -
- Schienenkopfunterseite
- 6 -
- Dämpfungselement
- 7 -
- Pfeil
- 8 -
- Stützkörper
- 9 -
- harte Elastomerschicht
- 10 -
- weiche Elastomerschicht
- 11 -
- Schraube
- 12 -
- Mutter
- 13 -
- Übermaß
Claims (8)
- Dämpfungselement für eine Schiene, mit einem weitgehend starren Stützkörper (8) und einer auf dem Stützkörper zur Schiene hin angeordneten harten Elastomerschicht (9) großer Shorehärte, wobei das Dämpfungselement mit der harten Elastomerschicht und unter zumindest teilweiser Zwischenordnung einer verformbaren, schienenseitigen Kontaktschicht zum seitlichen Andrücken an die Schiene vorgesehen ist, dadurch gekennzeichnet, daß die Kontaktschicht eine weiche Elastomerschicht (10) geringer Shorehärte ist, die an die harte Elastomerschicht (9) anvulkanisiert ist.
- Dämpfungselement nach Anspruch 1, dadurch gekennzeichnet, daß die Shorehärte der harten Elastomerschicht (9) mehr als 70 shore A beträgt und daß die Shorehärte der weichen Elastomerschicht (10) weniger als 50 shore A beträgt.
- Dämpfungselement nach Anspruch 2, dadurch gekennzeichnet, daß die Shorehärte der harten Elastomerschicht (9) etwa 90 shore A beträgt und daß die Shorehärte der weichen Elastomerschicht (10) etwa 30 shore A beträgt.
- Dämpfungselement nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Dicke der weichen Elastomerschicht (10) zwischen 1 und 4 mm beträgt.
- Dämpfungselement nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß die weiche Elastomerschicht (10) im Bereich der Schienenkopfunterseite (5) und/oder des Schienenfußes (4) dicker und zu größerer Verformung vorgesehen ist als im Bereich des Schienenstegs (3).
- Dämpfungselement nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die Formgebung des Dämpfungselements (6) im Bereich des Schienenfußes (4) und der Schienenkopfunterseite (5) eine größere Andruckkraft ergibt als im Bereich des Schienenstegs (3).
- Dämpfungselement nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß der Stützkörper (8) aus Metall oder Hartkunststoff ausgebildet ist, daß die harte Elastomerschicht (9) aus Hartgummi ausgebildet ist und an den Stützkörper (8) anvulkanisiert ist und daß die weiche Elastomerschicht (10) aus Weichgummi ausgebildet ist.
- Dämpfungselement nach einem der Ansprüche 1 bis 6 dadurch gekennzeichnet, daß der Stützkörper (8) und die harte Elastomerschicht (9) einstückig aus Hartkunststoff ausgebildet sind und daß die weiche Elastomerschicht (10) aus Weichgummi ausgebildet ist.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT94111681T ATE178375T1 (de) | 1994-07-27 | 1994-07-27 | Dämpfungselement für eine schiene |
EP94111681A EP0703318B1 (de) | 1994-07-27 | 1994-07-27 | Dämpfungselement für eine Schiene |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP94111681A EP0703318B1 (de) | 1994-07-27 | 1994-07-27 | Dämpfungselement für eine Schiene |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0703318A1 EP0703318A1 (de) | 1996-03-27 |
EP0703318B1 true EP0703318B1 (de) | 1999-03-31 |
Family
ID=8216152
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP94111681A Expired - Lifetime EP0703318B1 (de) | 1994-07-27 | 1994-07-27 | Dämpfungselement für eine Schiene |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP0703318B1 (de) |
AT (1) | ATE178375T1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR20190083909A (ko) * | 2018-01-05 | 2019-07-15 | (주)엘더스티앤엘 | 고속주행지지용 숄더 및 이를 구비한 철도차량의 고속주행을 고려한 자갈도상궤도용 고탄성 레일체결장치 |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10045001A1 (de) | 2000-09-11 | 2002-04-04 | Johann Resch | Schienenstegbedämpfung |
CN109518547B (zh) * | 2018-12-03 | 2020-11-10 | 株洲时代新材料科技股份有限公司 | 一种钢轨降噪阻尼器及其制作安装方法、减振降噪方法 |
CN114960307A (zh) * | 2022-06-28 | 2022-08-30 | 中铁宝桥集团有限公司 | 轨撑和轨撑*** |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3346993C2 (de) * | 1983-12-24 | 1986-07-03 | Hoesch Ag, 4600 Dortmund | Schiene mit Dämpfungsmittel |
BE903871A (fr) * | 1985-12-17 | 1986-04-16 | Dynamit Du Batiment En Abrege | Systeme de voie ferree antivibratoire. |
DE3926392A1 (de) * | 1989-02-01 | 1990-08-02 | Studiengesellschaft Fuer Unter | Schalldaemmendes schienenlager |
DE4000992C2 (de) * | 1990-01-16 | 1999-02-04 | Phoenix Ag | Schiene mit Dämpfungselement |
DE4225581A1 (de) * | 1992-08-04 | 1994-02-10 | Hermann Ortwein | Schiene für Schienenfahrzeuge |
-
1994
- 1994-07-27 EP EP94111681A patent/EP0703318B1/de not_active Expired - Lifetime
- 1994-07-27 AT AT94111681T patent/ATE178375T1/de not_active IP Right Cessation
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR20190083909A (ko) * | 2018-01-05 | 2019-07-15 | (주)엘더스티앤엘 | 고속주행지지용 숄더 및 이를 구비한 철도차량의 고속주행을 고려한 자갈도상궤도용 고탄성 레일체결장치 |
Also Published As
Publication number | Publication date |
---|---|
ATE178375T1 (de) | 1999-04-15 |
EP0703318A1 (de) | 1996-03-27 |
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