EP1327024B1 - Dispositif de reduction de bruit et d'usure de roue/rail de chemin de fer - Google Patents

Dispositif de reduction de bruit et d'usure de roue/rail de chemin de fer Download PDF

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Publication number
EP1327024B1
EP1327024B1 EP01977003A EP01977003A EP1327024B1 EP 1327024 B1 EP1327024 B1 EP 1327024B1 EP 01977003 A EP01977003 A EP 01977003A EP 01977003 A EP01977003 A EP 01977003A EP 1327024 B1 EP1327024 B1 EP 1327024B1
Authority
EP
European Patent Office
Prior art keywords
rail
separate structure
wheel
web portion
head portion
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
Application number
EP01977003A
Other languages
German (de)
English (en)
Other versions
EP1327024A1 (fr
Inventor
Nils-Ake Nilsson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Acoustic Control AB
Original Assignee
Acoustic Control AB
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
Priority claimed from SE0003770A external-priority patent/SE0003770D0/xx
Priority claimed from SE0003771A external-priority patent/SE0003771D0/xx
Application filed by Acoustic Control AB filed Critical Acoustic Control AB
Publication of EP1327024A1 publication Critical patent/EP1327024A1/fr
Application granted granted Critical
Publication of EP1327024B1 publication Critical patent/EP1327024B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • 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
    • E01B5/08—Composite rails; Compound rails with dismountable or non-dismountable parts
    • 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
    • E01B2204/01—Elastic layers other than rail-pads, e.g. sleeper-shoes, bituconcrete

Definitions

  • the present invention concerns a railway wheel/rail noise and wear reduction arrangement according to the preamble of claim 1.
  • railway wheels may cause loud screeching or squealing noises particularly when running on a curved rail due to bogie crabbing and wheel flange-to-rail contact.
  • the noise is normally composed of one or more tonal components that could alter its sound levels with time in a very annoying way.
  • Such a noise is usually referred to as wheel/rail squeal and is a problem in most traffic systems employing track-bound vehicles, such as trams or streetcars, underground or subway cars and the like.
  • One object of the present invention is to reduce the wheel/rail squeal and simultaneously reduce the wear of both the wheel and the rail by measures on the rail.
  • This aspect of the present invention is based on earlier studies performed by the inventor utilising non-linear lumped parameter models.
  • the inventive idea thus, as regards the wheel/rail squeal reduction, resides in reducing the dynamically participating mass of the rail, and, more precisely, a portion of a rail excited by a wheel travelling on it.
  • railway wheels may cause high sound levels even when running on a welded straight track.
  • Such a noise is usually referred to as wheel/rail roar noise and is a problem in most transportation systems employing rail carried vehicles, such as trams or streetcars, underground or subway cars high-speed trains and the like.
  • another object of the present invention is to reduce the wheel/rail roar noise by measures on the rail and simultaneously reduce wear of both the wheel and the rail.
  • This aspect of the present invention is based on various studies which reveal that an increased compliance in the wheel/rail contact patch as well as making the contact patch longer, such as occurring when the wheel or rail is made more compliant, both will work to reduce the emitted noise level from the wheel/rail system.
  • the increased compliance will cause the existing roughness in the running surfaces of the wheel and the railhead to generate reduced forces when the wheel is rolling on the rail, and, consequently, less noise.
  • the extension of the length of the contact patch will cause the roughness wavelength, which is small compared to the length of the contact patch, to be filtered out. Thereby the excitation forces onto both the wheel and the rail will be significantly reduced, and, as a consequence, the noise emitted as well as wear of the wheel and of the rail will be correspondingly reduced.
  • the inventive idea thus, as regards the wheel/rail roar noise reduction, resides in increasing the mechanical compliance of the rail and, more precisely, a portion of a rail excited by a wheel travelling on it, thereby making the contact patch longer and the roughness virtually softer thereby reducing the roughness induced rolling forces onto both the rail and the wheel.
  • the reduced forces will also significantly reduce the wheel and rail wear.
  • the inventive idea is realised by providing a running surface on a separate structure disengaged from the railhead on which a wheel is normally running, according to the features of claim 1.
  • the co-oscillating mass of the separate structure shall be small in relation to the co-oscillating mass of the rail, typically in the range of 1:5-20.
  • the mass per length unit of the separate structure shall be very small in relation to the mass per length unit of the remainder of the rail, including possible attachments other than the separate structure.
  • Japanese Patent Document 2-35102 A representing the state of art as defined in the pre-characterizing clause of claim 1, discloses a rail noise reduction arrangement including a separate structure carried by a rail having a foot portion, a web portion and a head portion normally supporting a wheel, the separate structure having a saddle-like profile including a web portion defining a running surface for supporting the wheel, and two leg portions, the saddle-like profile being shaped substantially in conformity with the shape of the head portion of the rail, being located on top of it and mechanically decoupled therefrom, and resilient means being interposed between the web portion of the separate structure and the head portion of the rail.
  • this rail noise reduction arrangement exhibits a first layer of a material having sound absorbing or vibration isolating properties, such as a polymer material.
  • a damping member formed by a layer of uniform thickness of a damping alloy such as a Co-group or a Mn-Cu alloy.
  • the shapes of the layers shown are such that mounting thereof inevitably involves bending of the layers to fit the profile of the railhead and, in one embodiment, an upper portion of the rail web.
  • This means that the outer layer, the damping member, is comparatively weak and not capable of resisting wheel loads to the extent necessary to avoid overload of the polymer material.
  • the two layers extend downwards along a portion of the rail web and are attached thereto by means of bolts, there is no possibility that the wheel loads can be transmitted to the rail by means of the damping member.
  • the rail shown in Figs. 1 - 3 is an ordinary rail used for trams and trains and having a foot portion 11, a web portion 12 and a head portion 13.
  • a separate saddle profile structure 14 is added onto the top of the railhead 13 to extend in its longitudinal direction.
  • This separate structure substantially has the section of an inverted U having a web portion 15 and two leg portions 16a, 16b.
  • the separate structure is suitably an extruded or continuously cast profile of aluminium or a forged or hot rolled profile of wrought steel.
  • the curvature of the surface of the separate structure 14 facing the railhead is adapted to the curvature of the railhead 13 such that these curvatures are substantially uniform.
  • a supporting layer 17 of a resilient material, such as rubber, is interposed between the top surface of the rail head and the separate structure, thus keeping the latter at a substantially uniform distance a from the rail head.
  • a typical thickness of the layer 17 is 1 - 6 mm, preferably 2 - 3 mm, in a squeal suppression embodiment, and 1 - 8 mm, preferably 2 - 5 mm, in a roar noise reduction embodiment. It is designed to resist vertical loads and to ensure lateral flexibility of the separate structure.
  • a useful material would be butyl rubber.
  • lateral cushions 18a, 18b of a flexible material soft enough to enable lateral movement of the separate structure relative to the rail head.
  • leg portions 16a, 16b are provided with flanges 19a, 19b adapted to be located in a common, substantially horizontal plane when the separate structure is mounted onto a rail.
  • Angle irons 20, 21 having substantially perpendicular legs 20a, 20b and 21a, 21b, respectively, are firmly attached to the web portion 12 of the rail by means of horizontally spaced bolts 22 extending through the legs 20b, 21b and the web portion 12 and having nuts 22a and bolt heads 22b.
  • the legs 20a, 21a are substantially horizontally aligned and spaced a small distance b from the flanges 19a, 19b, respectively.
  • Resilient layers 23a, 23b are interposed between the respective facing flanges 19a, 19b and legs 20a, 21a to ensure lateral flexibility of the separate structure relative to the rail head.
  • Bolts 24, 25 having nuts 24a, 25a and bolt heads 24b, 25b, respectively, vertically extend through the respective opposed flanges 19a, 19b and legs 20a, 21a to connect the separate structure 14 to the angle irons.
  • the bolts 24, 25 serve to reinstate the galvanic connection between the wheel of a train and the rail that has been lost by the interposition of the layer 17 between the mass structure and the railhead. It is imperative, thus, that the heads and nuts of the bolts 24, 25 have good electrical contact with the flanges 19a, 19b and the legs 20a, 21a to ensure galvanic contact to the angle irons and further into the rail web by means of the bolts 21.
  • layers 26a, 26b of a visco-elastic material such as polyurethane, may be applied between the web portion 12 and the legs 20b, 21b, respectively.
  • Fig. 3 differs from the one according to Figs. 1 and 2 only in that the separate structure 14' is asymmetrical as concerns the thickness of its web portion 15'. It will be seen thus, that in order to better withstand the load of a wheel, the web portion 15' has a thickened portion 15'a which is the portion of the rail on which a wheel is to roll. It will further be seen, that the adjoining leg portion 16'a is also somewhat thickened in relation to the opposed leg portion 16'b.
  • Figs. 1 - 3 will provide a solution to the noise problem, it involves the drawback that at least one of a pair of rails will have to be laterally displaced since adding a structure to a normal rail will influence the track width.
  • Fig. 4a shows a section through a railhead 13 of a normal rail and the upper portion of its web portion 12.
  • a cross-hatched portion 13' defined by a dash-dotted line indicates portions of the railhead to be removed in order to reduce the railhead section to an extent enabling a saddle profile structure having substantially the exterior dimensions of the original railhead to be mounted onto the reduced railhead 13" as shown in Fig. 4b.
  • the second embodiment of the present invention shown in Fig. 4b does not involve a change of the cross section of a normal rail.
  • this has been accomplished by machining a normal railhead 13 so as to remove material 13' from the top and at least one side of the railhead (the one against which the flange of a railcar wheel bears, although Figs. 4a and b show both sides being reduced) leaving a reduced railhead 13'', and in that the removed material has been replaced by a saddle profile structure 14' resembling that shown in Fig. 1, and an interposed elastic layer 17, substantially according to Fig. 1, although the saddle profile structure 14' has exterior dimensions corresponding to those of the non-machined railhead shown in Fig. 4a.
  • the saddle profile structure 14' is kept attached to the remaining rail by equal means as shown in Fig. 1, including flanges 19a, 19b, angle irons 20, 21, bolts 22, 24, 25, and interposed resilient layers 23a, 23b.
  • Supplementary lateral cushions 18a, 18b may be interposed between the legs 16a, 16b of the saddle profile structure and the lateral sides of the reduced railhead 13''.
  • the third embodiment of the present invention shown in Fig. 5 utilises a rail section particularly manufactured for the purpose of enabling mounting thereon of a saddle profile structure.
  • the portion of the rail section where its web portion 12 merges with the railhead has been widened to provide two opposed shoulders 30a, 30b having flat upper surfaces 31a, 31b, respectively, corresponding to those of the legs 20a, 20b, respectively, of the angle irons 20, 21 of Fig. 1.
  • the shoulders 30a, 30b merge with a reduced railhead 13a having substantially the shape of the remaining railhead 13"of Fig. 4b.
  • a saddle profile structure 14'' shaped and dimensioned substantially as the one according to Fig. 4b, is mounted onto the railhead 13a by means of bolts 24, 25 extending through flanges 19a, 19b of the saddle profile structure 14'' and the shoulders 30a, 30b, respectively.
  • a resilient layer 17 is interposed between the saddle profile structure 14'' and the diminished railhead 13a, and supplementary lateral cushions 18a, 18b may be interposed between the legs 16a, 16b of the saddle profile structure and the lateral sides of the reduced railhead 13a.
  • the web portion 15 of the separate structures is substantially thicker than its leg portions. This is to make the web portion stiff enough not to cause polymer crushing.
  • the ultimate stress limit for useful polymers is at about 30% compression. In operation, thus, a limit of about 20% compression should not be exceeded. Under such circumstances, it is preferred to make the web portion not less than about twice as thick as the leg portions.
  • This means a reduced deflection of the web portion and, consequently, that only a portion of the wheel load is absorbed by the resilient layers 23a, 23b so as not to risk causing detrimental polymer crushing, whereas a remaining portion of the load is transferred from the web portion through the flange portions to the rail by means of the angle irons 20, 21 and its attachment bolts 22 in the embodiments of Figs. 1 - 4b, and straight into the shoulders 30a, 30b in the embodiment of Fig. 5.

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

Claims (5)

  1. Dispositif de réduction du bruit et de l'usure entre une roue et un rail de chemin de fer, comprenant une structure séparée (14 ; 14' ; 14'') portée par un rail ayant un patin (11), une âme (12) et un champignon (13) normalement conçus pour supporter une roue, la structure séparée ayant un profil analogue à une selle comprenant une partie d'âme (15 ; 15'a) définissant une surface de roulement destinée à supporter la roue, et deux parties d'ailes (16a, 16b), le profil analogue à une selle étant configuré sensiblement en conformité avec la forme du champignon (13) du rail, étant placé sur le dessus de celui-ci et étant découplé mécaniquement du champignon du rail, et un moyen élastique (17) étant interposé entre la partie d'âme (15 ; 15'a) de la structure séparée et le champignon (13) du rail, dans lequel les parties d'ailes (16a, 16b) sont reliées au rail, caractérisé en ce que
    - la partie d'âme (15 ; 15'a) de la structure séparée a une épaisseur non inférieure approximativement au double de l'épaisseur de ses parties d'ailes (16a, 16b) afin de résister à une compression nuisible du moyen élastique (17) et de transférer seulement une partie de la charge d'une roue au champignon (13) du rail,
    - les parties d'ailes (16a, 16b) de la structure séparée sont reliées à l'âme (12) du rail à l'aide de moyens de fixation et de transmission de charge (19, 20, 21, 22 ; 19, 30) afin de lui transférer une charge restante d'une roue, et
    - une couche viscoélastique (26a, 26b) est agencée entre les moyens de fixation et de transmission de charge et l'âme (12) du rail.
  2. Dispositif selon la revendication 1, caractérisé en ce que les moyens de fixation et de transmission de charge comprennent des cornières (20, 21) ayant chacune sensiblement des ailes perpendiculaires (20a, 20b et 21a, 21b), une première aile (20a, 21a) de chaque cornière étant reliée à une partie d'aile respective (16a, 16b) de la structure séparée, et une seconde aile (20b, 21b) de chaque cornière étant fixée à l'âme (12) du rail, la couche viscoélastique (26a, 26b) étant agencée entre l'âme du rail et l'une, respective, des secondes ailes (20b, 21b) des cornières (20, 21).
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que le champignon (13'') du rail a des dimensions réduites, en section transversale, et en ce que la structure séparée (14') a des dimensions extérieures correspondant à celles d'un champignon d'un rail ayant des dimensions non réduites.
  4. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que la structure séparée comprend des moyens (19a, 19b) pour une attache aux moyens (20, 21 ; 30a, 30b) de fixation et de transmission de charge portés par le rail.
  5. Dispositif selon la revendication 4, caractérisé en ce que le rail comprend des moyens intégrés (30a, 30b) pour l'attache de la structure séparée.
EP01977003A 2000-10-18 2001-10-17 Dispositif de reduction de bruit et d'usure de roue/rail de chemin de fer Expired - Lifetime EP1327024B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
SE0003771 2000-10-18
SE0003770 2000-10-18
SE0003770A SE0003770D0 (sv) 2000-10-18 2000-10-18 Railway wheel squeal suppression and wear reduction arrangement
SE0003771A SE0003771D0 (sv) 2000-10-18 2000-10-18 Railway wheel/rail roar noise and wear reduction arrangement
PCT/SE2001/002267 WO2002033173A1 (fr) 2000-10-18 2001-10-17 Dispositif de reduction de bruit et d'usure de roue/rail de chemin de fer

Publications (2)

Publication Number Publication Date
EP1327024A1 EP1327024A1 (fr) 2003-07-16
EP1327024B1 true EP1327024B1 (fr) 2007-01-10

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP01977003A Expired - Lifetime EP1327024B1 (fr) 2000-10-18 2001-10-17 Dispositif de reduction de bruit et d'usure de roue/rail de chemin de fer

Country Status (4)

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EP (1) EP1327024B1 (fr)
AU (1) AU2001296153A1 (fr)
DE (1) DE60125965D1 (fr)
WO (1) WO2002033173A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2390411A1 (fr) * 2010-05-25 2011-11-30 3M Innovative Properties Company Rail à faible bruit et son procédé de fabrication
KR101149037B1 (ko) 2011-08-16 2012-05-24 (주)한국에이앤지 경사구간용 레일바이크의 미끄럼방지선로
PL409570A1 (pl) 2014-09-23 2016-03-29 Plasma System Spółka Akcyjna Sposób wytwarzania szyn kolejowych oraz szyna kolejowa
RU170764U1 (ru) * 2016-09-21 2017-05-05 Федеральное государственное казенное военное образовательное учреждение высшего образования "ВОЕННАЯ АКАДЕМИЯ МАТЕРИАЛЬНО-ТЕХНИЧЕСКОГО ОБЕСПЕЧЕНИЯ имени генерала армии А.В. Хрулева" Министерства обороны Российской Федерации Комбинированный железнодорожный рельс

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB256434A (en) * 1925-10-17 1926-08-12 David Denis Williams Improvements in and relating to railway and like rails
FR772513A (fr) * 1933-12-30 1934-10-31 Nouveau rail applicable à toutes les voies où circulent des véhicules à roues à boudin, avec bandages en caoutchouc ou revêtus de caoutchouc ou matières analogues
JPH0235102A (ja) * 1988-07-22 1990-02-05 Shinko Kosen Kogyo Kk 鉄道用防音レール
US5251732A (en) * 1990-08-17 1993-10-12 Bruning Donald D Support rail for composite continuous rail

Also Published As

Publication number Publication date
AU2001296153A1 (en) 2002-04-29
EP1327024A1 (fr) 2003-07-16
WO2002033173A1 (fr) 2002-04-25
DE60125965D1 (de) 2007-02-22

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