EP4083320B1 - Traverse de rail, procédé de fabrication d'une superstructure de voie et utilisation de traverse de rail - Google Patents

Traverse de rail, procédé de fabrication d'une superstructure de voie et utilisation de traverse de rail Download PDF

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Publication number
EP4083320B1
EP4083320B1 EP22168985.4A EP22168985A EP4083320B1 EP 4083320 B1 EP4083320 B1 EP 4083320B1 EP 22168985 A EP22168985 A EP 22168985A EP 4083320 B1 EP4083320 B1 EP 4083320B1
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EP
European Patent Office
Prior art keywords
shear
rail
sleeper
track bed
sleeper body
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EP22168985.4A
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German (de)
English (en)
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EP4083320A1 (fr
EP4083320C0 (fr
Inventor
Johannes Stephanides
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Individual
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/46—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from different materials
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
    • E01B1/005—Ballastless track, e.g. concrete slab trackway, or with asphalt layers with sleeper shoes
    • 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
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
    • 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 invention relates to a rail sleeper according to the preamble of claim 1.
  • the invention also relates to a track superstructure, a method for producing a track superstructure and the use of rail sleepers to dampen vibrations of the sleeper body transverse to the direction of rail extension, at least in the frequency range from 150Hz to 200Hz.
  • Sleepers for laying on a gravel bed are known from the prior art, which have an elastic base on their underside that is firmly connected to the sleeper body. This base is intended to achieve a better distribution of loads and dampening of vibrations in the sleeper crossing frequency, which means that the quality of the track position can be maintained over a longer period of time and thus the LCC is improved.
  • the base has the disadvantage that its vibration-damping function is limited due to the overall bedding modulus of C > 0.05 N / mm 3 - which is limited in accordance with the state of railway technology.
  • a certain stiffness of the base below the thresholds should not be fallen below. If the rigidity is not reached, this leads to a deterioration in the track quality or hollow layers and thus high service life costs in an uneconomically short time.
  • a base that is too soft leads to a reduction in the transverse displacement position of the track grate, even in straight lines and especially in narrow curves, with an impact on the stability of the track grate and the risk of track warping.
  • the soles of the sleepers or the base that is firmly connected to the sleeper leads to the contact surface of the - otherwise point-shaped - contact points between the underside of the sleeper and the individual ballast stones being enlarged, since the ballast stones press into the base.
  • This increases the actual bearing surface of the ballast from approx. 5 to 8% at least to approx. 30 to 35% (where 100% corresponds to the area of the underside of the sleeper) on the underside of the sleeper.
  • the improved damping of rail vibrations when crossing (traversing frequency) is essentially due to the better distribution of the loads over a larger volume of ballast thanks to elastic supports on the sleepers.
  • a problem that arises concerns the protection of the vibration-damping base while at the same time maintaining a good grip for the sleeper in order to ensure sufficient stability of the sleeper against lateral displacement in the ballast, especially for high-speed routes and for narrow curves.
  • This sleeper stability is crucial in order to ensure a high level of reliability of the railway track supported by the sleepers against transverse displacement within certain limits and in this way to exclude any deformation or warping of the railway track due to a lack of stability of the track grate through at least one sleeper.
  • the stiffness of the base should not fall below a certain value depending on the overall bed stiffness.
  • slip wave vibrations not only lead to a deterioration in the quality of the track position and track settlement, but in particular also to the formation of patterns (slip waves) on the rail surface, in particular through changes in the roughness and material properties on the rail surface, as well as through abrasion of the rail material when the slip force is saturated and through the associated relative movement between the wheels and rail, especially on the inner rail of the arch.
  • patterns slip waves
  • the WO2012123481A1 relates to a device for vibration damping and for changing the longitudinal stiffness, in particular for damping longitudinal vibrations of rails, the device having between a rail and a threshold at least one damping insert made of an elastically deformable material and above it a dimensionally stable holding plate, above which the rail foot is arranged, the elastic damping insert having an extension in the longitudinal direction of the rail that is larger than the corresponding dimension of the rail support surface in the longitudinal direction of the rail.
  • a support device for the rails of a railway track laid on gravel is known.
  • the sleepers each rest on a vibration-damping elastic base.
  • a trough made of a relatively rigid material surrounds the base and side surfaces of the resilient base and at least the lower portion of the side surfaces of the sleeper.
  • the support device has a distribution plate made of relatively stiff material, which is intended to improve the load distribution of the base.
  • the EP0569867A1 discloses in connection with a rail arrangement that an elastic base is arranged on the underside of the sleepers, which essentially consists of two layers, the layer facing the underside of the sleepers being an elastomeric material, while the layer surrounded by the ballast bed is a nonwoven material.
  • the nonwoven layer can be designed in the form of a sleeper shoe.
  • the DE102009000316A1 discloses a sleeper shoe for cross sleepers of ballastless railway track systems.
  • the threshold shoe is designed to at least partially accommodate the cross threshold and has a floor section and a wall section for this purpose.
  • the floor section is connected to the wall section or formed in one piece, which also provides a coupling between the floor section and the wall section. The damping of vibrations is therefore fundamentally limited.
  • the EP0440597B1 discloses concrete sleepers that have at least one soft-elastic coating on their surfaces exposed to the ballast bed, which is constructed with rubber-elastic materials and is at least partially adhesively connected to the surface of the concrete sleeper.
  • the coating extends continuously, ie the side sections are formed in one piece with the lower section of the coating, as a result of which all sections are also coupled to one another in terms of their dynamics.
  • the soft-elastic coating of the concrete sleepers means that the power transmission between the wheel and the ballast bed is dampened, so that high-frequency vibrations in particular, which lead to premature, undesirable settlement of the ballast bed, are only passed on with lower force peaks, but this is completely the case here ignored the fact that soft elastic layers cannot meet the requirements with regard to the rigidity of the base, which means that neither sufficient stability nor the prevention of transverse displacement and deformation of the railway track is guaranteed.
  • the limit cycle-like oscillations mentioned at the beginning in the frequency range of approx. 100 to 250 Hz cannot be dampened by this device.
  • the claimed increase in the lifespan of the ballast bed is not compatible with the provision of a soft, elastic layer.
  • the US20080083835A1 discloses a sleeper shoe that includes a rigid shell surrounding the lower portion of the sleeper.
  • An elastic sole plate is arranged between the bottom of the rigid shell and the underside of the sleeper body.
  • lateral elastic pads are arranged within the rigid shell.
  • the connection to the slab track takes place exclusively via the rigid shell. So they are Sole plate and the side pads are dynamically coupled to each other through or within the shell. It is true that acoustic attenuation is claimed (see Fig. 5 this US20080083835A1 ), however, the mechanical effects of the limit cycle-like vibrations described above (pattern formation on the rail surface, slip waves, abrasion, etc.) cannot be prevented with such a device.
  • this type of rail sole has a complicated and therefore cost-intensive structure and is completely unsuitable for use in a ballast bed.
  • the invention is based on the idea of avoiding the disadvantages of the prior art and providing a rail sleeper with which, on the one hand, the quality of the track position is sustainably maintained, track position settlement is avoided and the stability of the superstructure is improved and, on the other hand, damage to the rail surface caused by higher-frequency vibrations ( Pattern formation, slip waves, abrasion, etc.) can be efficiently prevented.
  • the rail sleeper should also be characterized by a simple and cost-effective structure.
  • the invention is therefore a rail sleeper for laying on a track bed, in particular a ballast bed or a solid track bed, the rail sleeper having a - preferably reinforced - sleeper body, in particular a concrete body, which has an upper side with at least one rail fastening device through which a rail extension direction is defined is, has a bottom and - extending between the top and the bottom - side surfaces, with a damping device on at least one side surface of the threshold body - preferably on two opposite side surfaces is appropriate.
  • the at least one damping device is a shear damping device for damping vibrations of the sleeper body transversely (in particular substantially perpendicular) to the rail extension direction at least in the frequency range from 150Hz to 200Hz, preferably at least in the frequency range from 100Hz to 250Hz, wherein the shear damping device extends along a longitudinal direction transverse to the rail extension direction -Side surface of the sleeper body is attached and is formed by at least one - preferably plate-shaped - shear damping element, which is firmly connected to a side surface of the sleeper body and which provides a track bed coupling surface on the side facing away from the sleeper body and a shear-elastic layer between the side surface of the sleeper body and the track bed coupling surface Damping of shear vibrations between the sleeper body and the track bed coupling surface includes.
  • the rail sleeper can also be referred to as a limit cycle damping device or superstructure limit cycle damper and is suitable for all element types of the superstructure route for rail vehicles.
  • the rail extension direction is the direction along which the rail track extends - at the location of the respective sleeper.
  • the direction of rail extension therefore essentially corresponds to the direction of travel.
  • the rail fastening device on the sleeper body already predetermines the direction of rail extension in the area of a sleeper.
  • Vibrations transverse to the direction of rail extension are therefore understood to mean vibrations or vibration components whose direction of vibration lies in a plane that is transverse, in particular essentially perpendicular, to the direction of rail extension (also called transverse plane).
  • vibrations transverse to the direction of rail extension also include vertical vibrations (ie in the direction from the top to the bottom of the sleeper) and lateral vibrations (ie in the direction from one end face to the opposite end face of the Threshold) as well as all vibration modes that result from a superposition of these vibrations.
  • the side surfaces connect the top with the bottom of a threshold.
  • the side surfaces usually include the longitudinal side surfaces (extend transversely to the rail extension direction) and end side surfaces (extend parallel to the rail extension direction).
  • a thrust damping device according to the invention can be attached both to the longitudinal side surfaces and to the end side surfaces.
  • At least one shear damping device is attached to a front side surface or to a side surface of the sleeper body that extends parallel to the rail extension direction.
  • the sleeper itself can have different shapes and can be designed, for example, as a longitudinal block sleeper, block sleeper, frame sleeper (especially for a solid roadway) or switch sleeper. If, for example, the threshold only carries one rail of the pair of rails (as is often the case with a fixed carriageway), it can only carry one
  • the sleeper body will preferably be a steel-reinforced concrete body, but in principle other rigid bodies made of other heavy materials would also be possible.
  • a shear damping element is understood to mean an element which is designed to dampen shear vibrations (equivalent to shear vibrations).
  • the shear damping element is therefore designed in such a way that shear deformations can arise between the track bed coupling surface and the side of the shear damping element facing the sleeper body, which perform dissipative work.
  • the shear damping element is an element that can be subjected to shear stress.
  • the shear stress-shear deformation relationship of the shear damping device or the sum of all shear damping elements arranged on the side surfaces indicates for such shear vibrations (i.e.
  • the enclosed area corresponds to the dissipative vibration energy that is destroyed or converted into heat in the shear damping element (during the loading and unloading cycle).
  • the area enclosed by the hysteresis curve represents the amount of energy dissipated in the material per oscillation period, and is therefore a damping measure for the device in the frequency range from 100 to 250 Hz and must be different from zero.
  • shear oscillation shear damping or shear damping element
  • shear oscillation shear oscillation damping or shear oscillation damping element
  • the shear-elastic layer of the single or multiple shear-damping elements attached to the side surfaces of the rail sleeper is responsible for damping the cyclic shear vibration. This is also where the dissipative release of the vibration energy takes place.
  • the shear-elastic soft layer can be made of plastic, rubber, polyamide, foamed polyurethane or any other elastic, natural or synthetic material that can withstand the forces that occur.
  • the track bed coupling surface is that outer surface of the sleeper or the shear damping element, which - when laid - is in contact with the track bed, e.g. with the individual ballast stones of a ballast bed.
  • the track bed itself can be a ballast bed or a solid track bed (also called slab track). While in the case of a track bed the ballast stones rest against the track bed coupling surface, in the case of a solid roadway the track bed coupling surface can interact or be connected to a corresponding receptacle in the roadway, e.g. by screws or by resting a coupling layer of the shear damping element (forming the track bed coupling surface). a projection, base or the like provided for this purpose.
  • the rail sleeper can also be referred to as a limit cycle damping device or superstructure limit cycle damper, in particular for damping components that occur in narrow arcs, limit cycle-like slip wave vibrations, which result from a torsional and bending vibration of the wheelset due to the slip force saturation, in particular higher-frequency torsional, Longitudinal or bending vibrations of the rail and vertical and lateral vibrations of the threshold, at least in the frequency range from 150Hz to 200Hz, in particular in the vertical and lateral directions in the transverse plane transverse to the direction of the rail extension.
  • a limit cycle damping device or superstructure limit cycle damper in particular for damping components that occur in narrow arcs, limit cycle-like slip wave vibrations, which result from a torsional and bending vibration of the wheelset due to the slip force saturation, in particular higher-frequency torsional, Longitudinal or bending vibrations of the rail and vertical and lateral vibrations of the threshold, at least in the frequency range from 150Hz to 200Hz, in particular
  • the rail sleeper which can also be referred to as a limit cycle damping device or as a superstructure limit cycle damper, is used in particular to dampen components of the limit cycle-like resonance vibrations that occur due to frequency neighborhoods in the speed range over 140 km/h, but also for Damping of noise and vibration vibrations, especially in vertical and lateral directions in the transverse plane transverse to the direction of rail extension.
  • the limit cycle-like, higher-frequency slip wave oscillations in the vertical and lateral directions that occur particularly in narrow arcs and resonance oscillations that occur due to frequency neighborhoods on routes with driving speeds of over 140 km/h in the range from 100 to 250 Hz are damped or their vibration-damping behavior is improved.
  • this device ensures a uniform load and sustainable contact or support surface, especially in conjunction with sleeper padding, during a crossing, which means that a deterioration in the quality of the track position, inhomogeneous track settlement, hollow layers occurring between the ballast and the sleeper or destruction of the ballast can be sustainably avoided.
  • Torsional vibrations about an axis of rotation - pointing approximately in the direction lateral to the rail extension direction - or bending vibrations of the sleeper itself or from any combination of the above-mentioned limit cycle-like vibrations can be sustainably dampened by the measure according to the invention.
  • all sleepers are designed with one or more shear damping devices according to the invention on their side surfaces (longitudinal and/or end surfaces). This allows costs to be kept low. For example, at least 50% or at least every second sleeper could be arranged in the superstructure without a shear damping device.
  • the possible distance between two successive sleepers according to the invention depends on the rail type, possibly the curve radius, the maximum permissible travel speed and the type of thrust damping devices.
  • a preferred embodiment is characterized in that the shear damping device formed by at least one shear damping element oscillates with respect to an elastic shear oscillation, in which the side of the at least one shear damping element facing the sleeper body oscillates transversely to the rail extension direction against the track bed coupling surface, in the frequency range from 150 Hz to 250 Hz, in a preferred embodiment in the frequency range from 100Hz to 250Hz, has a shear stress-shear deformation relationship with a hysteresis which has the following property: the area W enclosed by a hysteresis curve is larger than a 2 /8, preferably larger than a 2 /6, where a in the Shear stress-shear deformation relationship is the distance between the zero point and the point of the hysteresis curve that corresponds to the largest shear deformation.
  • the shear-damping element has only one shear-elastic layer (and, for example, does not comprise a sandwich-like composite of several shear-elastic layers)
  • an embodiment can be defined such that the shear-elastic layer is related to a shear vibration, in which the side facing the sleeper body is the shear-elastic Layer oscillates transversely to the direction of rail extension against the side of the shear-elastic layer facing away from the sleeper body, has a shear stress-shear deformation relationship with a hysteresis in the frequency range from 150Hz to 200Hz, which has the following property: the area W enclosed by a hysteresis curve is larger than a 2 / 8, preferably greater than a 2 /6, where a is in the shear stress-shear deformation relationship is the distance between the zero point and the point of the hysteresis curve that corresponds to the largest shear deformation.
  • the above-mentioned preferred damping properties basically result from direct measurements of the vibrations on the respective track type depending on the track width, axle loads and rail vehicle types.
  • the above-mentioned preferred damping properties can (or must, depending on the requirement profile) also be determined or optimized and ultimately proven by means of direct tests on a threshold (so-called shaker test).
  • a threshold according to the invention is clamped into a vibration device, in which the shear damping element performs its function as a shear damper, similar to when the threshold is installed.
  • the threshold is caused to oscillate - with the above-mentioned frequencies and preferably varying amplitude - while the shear stress and shear deformation of the shear damping element is measured.
  • the arrangement can be found which meets the above criteria regarding hysteresis.
  • a preferred embodiment is characterized in that this hysteresis property applies at least to those hysteresis curves whose greatest shear deformation is a displacement a of the track bed coupling surface relative to the side of the shear-damping element (or the shear-elastic layer) facing the sleeper body in a direction that is parallel to the Track bed coupling surface is equivalent, with the displacement a being between 0.1 mm and 0.5 mm.
  • a preferred embodiment is characterized in that this hysteresis property applies at least to those hysteresis curves whose greatest shear deformation results from a displacement a of the track bed coupling surface relative to the side of the at least one facing the sleeper body Shear damping element in a direction that is essentially parallel to the track bed coupling surface, the displacement a being between 50mm/f[Hz] and 100mm/f[Hz], where f[Hz] is the frequency on which the hysteresis curve is based.
  • a preferred embodiment is characterized in that the shear-elastic layer in the case of a shear-damping element or the entirety of the shear-elastic layers in the case of several shear-damping elements with regard to a shear vibration, in which the side of the shear-elastic layer facing the sleeper body is transverse to the direction of the rail extension against the side facing away from the sleeper body Shear-elastic layer, in the frequency range from 150Hz to 250Hz, preferably in the frequency range from 100Hz to 250Hz, has a material loss factor of at least 1/10, preferably at least 2/10, particularly preferably at least 3/10.
  • a preferred embodiment is characterized in that the shear-elastic layer is formed from plastic, rubber, polyamide, foamed polyurethane and/or any other elastic, natural or synthetic material.
  • a preferred embodiment is characterized in that the track bed coupling surface is formed by a coupling layer which is firmly connected to the side of the shear-elastic layer facing away from the sleeper body, the coupling layer preferably being formed by a - preferably metallic - sheet metal or grid or basket is.
  • the coupling layer can be indentable to a certain extent, thereby increasing the coupling (i.e. the contact surface) to the individual ballast stones of a ballast bed.
  • the provision of a separate coupling layer, which is firmly connected to the shear-elastic layer results in better formation of a shear vibration in the shear-elastic layer, as a result of which a higher amount of energy can be dissipated.
  • the coupling layer also forms protection for the soft, shear-elastic layer.
  • a preferred embodiment is characterized in that the coupling layer is designed to be shear-resistant in directions parallel to the track coupling surface and/or that the coupling layer has a higher, preferably 10 times higher, rigidity than the shear-elastic layer. This enables even better coupling between the track bed and the shear-elastic layer.
  • a preferred embodiment is characterized in that the shear damping element is fastened to the side surface of the threshold body by means of a support layer which is firmly, preferably rigidly and/or integrally connected to the threshold body. The thrust work therefore takes place entirely in the thrust damping element.
  • a preferred embodiment is characterized in that the shear damping element is coupled to the track bed by means of a carrier layer which is firmly, preferably rigidly and/or integrally connected to the track bed (in particular a solid roadway).
  • a preferred embodiment is characterized in that the carrier layer is in the form of a grid, a net and/or reinforcement, which is cast into the threshold body and/or is formed in the form of a plate which is firmly connected to the threshold body - preferably by means of screws.
  • a preferred embodiment is characterized in that the shear-elastic layer is firmly connected to the carrier layer, with the shear-elastic layer preferably adhering to the carrier layer - preferably over the entire surface and/or at a plurality of locations distributed over the entire surface of the shear-elastic layer.
  • a preferred embodiment is characterized in that the at least one thrust damping element is designed in the manner of a plate-shaped thrust rubber spring.
  • a preferred embodiment is characterized in that the shear damping element is connected to the sleeper body exclusively via the long side of the sleeper body.
  • the shear damping element is decoupled from other sides and thus also other vibration modes, e.g. those of lower frequency, whereby those limit cycle-like oscillations of higher frequency can be specifically dampened.
  • a preferred embodiment is characterized in that the thrust-damping element is firmly connected to the side surface of the threshold body - preferably exclusively - by means of connecting means which are located between the side of the thrust-damping element facing the threshold body and the side surface of the threshold body, the connecting means preferably being an adhesive , in particular an adhesive, and / or a carrier layer, in particular a plate or a grid, and / or screws.
  • the thrust-damping element therefore adheres directly to the respective side surface, whereby the thrust-damping behavior is optimized.
  • a preferred embodiment is characterized in that the thrust damping device is at least 50%, preferably at least 70%, the surface of a side surface of the threshold body is covered and/or that the shear damping device is located entirely within the contour defined by the outer edges of the long side and/or that the lower end of the shear damping element lies above the lower edge of the long side or at most up to the lower edge of the long side suffices.
  • a preferred embodiment is characterized in that the rail sleeper has a rail sole arranged on the underside of the sleeper body with an elastic layer, the shear-elastic layer, the track bed coupling surface and optionally the coupling layer of the shear damping element being completely separated from the rail sole. Due to this measure, when rail padding is provided, it is ensured that the shear damping device can perform its functions without restrictions, i.e. can dampen the frequencies in the range of 100 - 250 Hz, essentially uninfluenced by the vibration or damping behavior of the rail padding.
  • a preferred embodiment is characterized in that the shear-elastic layer of the shear-damping element and the elastic layer of the rail sole are formed from different materials and/or that the rigidity of the elastic material of the rail sole is greater, preferably at least twice as great, as the rigidity of the rail sole shear-elastic layer of the shear-damping element.
  • a preferred embodiment is characterized in that the shear damping device and the rail sole are connected to one another exclusively via the sleeper body. This means that there is no undesirable coupling that would occur with a direct connection between the shear damping device and the rail sole or even with a one-piece design.
  • a preferred embodiment is characterized in that the at least one rail fastening device each has an elastic, in particular wedge-shaped, support for rails.
  • the elastic support can be designed in the form of an intermediate layer. It is therefore not absolutely necessary that the support comes into direct contact with the rail base.
  • a rail friction damper can also be provided in the longitudinal direction for the rail fastening device, as can guide rails or torsion-stiffening measures for the rails.
  • a preferred embodiment is characterized in that the at least one thrust-damping element is adjustable relative to the threshold body, whereby the position of the thrust-damping element on the side surface can be changed, preferably from top to bottom and/or in the lateral direction.
  • the thrust damping element can or is firmly connected to the sleeper body.
  • the relative adjustability can be achieved, for example, by means of guide rails (which are attached to the threshold body), on which the shear damping element is then guided and can be locked, for example, using screws or a quick-release fastener.
  • Such an embodiment is particularly suitable for slab tracks where an adjustment of the contact edge or contact surface of the threshold on the holder of the slab track is required.
  • the goal is also achieved with a superstructure with a track bed, rail sleepers according to the invention, which are laid on the track bed, and rails which are attached to the top of the rail sleepers by means of rail fastening devices.
  • a preferred embodiment is characterized in that the superstructure forms a route that has a curve radius of less than 600m, and/or that the superstructure forms a high-speed route, in particular for speeds from 140 km/h.
  • the goal is also achieved with a method for producing a superstructure with rail sleepers according to the invention, the rail sleepers being laid on the track bed by Track bed coupling surface and / or a coupling layer forming the track bed coupling surface are coupled to the track bed, whereby a shear damping device is formed between the track bed and the rail sleepers.
  • the aim is also achieved with the use of rail sleepers according to the invention for damping vibrations of the sleeper body transverse to the direction of rail extension at least in the frequency range from 150Hz to 200Hz, in particular for damping limit cycle-like slip wave vibrations in the range from 100Hz to 250Hz, preferably in a narrow arc, and resonance vibrations of rails on routes with a maximum permissible travel speed of over 140 km/h, preferably over 200 km/h.
  • the Fig. 1-7 each show a rail sleeper 2 for laying on a track bed 1, in particular a ballast bed ( Fig. 4 or 5) or a solid track bed ( Fig. 6 or 7).
  • the rail sleeper 2 has a - preferably reinforced - sleeper body 3, which has a top 4 with at least one rail fastening device 5 (see e.g Fig. 2 or 3), by which a rail extension direction R is defined, an underside 6 and side surfaces 7 (longitudinal side surfaces and end side surfaces).
  • a shear damping device 8 for damping vibrations of the sleeper body 3 transversely to the rail extension direction R at least in the frequency range from 150Hz to 200Hz.
  • the shear damping device 8 is formed by at least one - preferably plate-shaped - shear damping element 9, which is firmly connected to the side surface 7 of the sleeper body 3 and which has a track bed coupling surface 13 on the side facing away from the sleeper body 3 and a shear-elastic layer 11 between the side surface 7 of the sleeper body 3 and the track bed coupling surface 13 for damping shear vibrations between the sleeper body 3 and the track bed coupling surface 13.
  • the oscillation direction(s) of the shear oscillation(s) S lies in a plane which is transverse, in particular essentially perpendicular, to the Rail extension direction R stands, lies (also called transverse plane).
  • vibrations transverse to the direction of rail extension can also include vertical vibrations S (ie in the direction from the top to the bottom of the sleeper) and lateral vibrations S (ie in the direction from one end face to the opposite end face of the sleeper) as well as all vibration modes which result from a superposition of these Vibrations result, include.
  • Possible vibration directions are, for example, in Fig. 2 and 3 indicated by double arrows.
  • the shear stress-shear deformation relationship of the shear damping device 8 has a hysteresis for such shear vibrations (ie vibrations in which the side of the shear damping element facing the sleeper body oscillates against the track bed coupling surface transversely to the direction of rail extension) in the frequency range from 150Hz to 200Hz (ie the area W enclosed by a hysteresis curve is greater than 0) .
  • the enclosed area corresponds to the dissipative vibration energy W D , which is destroyed or converted into heat in the shear damping element.
  • the area under the hysteresis curve represents the amount of energy dissipated in the material per oscillation period, and is therefore a damping measure for the device in the frequency range from 100 to 250 Hz and must be different from zero.
  • the shear stress-shear deformation relationship uses the Fig. 11 described in more detail.
  • the shear stress ⁇ is plotted relative to the shear deformation ⁇ .
  • the hysteresis curve H is composed of the loading section (upper part of the curve) and the unloading section (lower part of the curve).
  • the distance a is the distance between the zero point and the point of the hysteresis curve H that corresponds to the largest shear deformation.
  • the hysteresis curve H can be represented by an ellipse with the semi-axes a and b are approximated, where the area of the ellipse corresponds to the area W D within the hyseresis curve.
  • W D a ⁇ b ⁇ ⁇
  • the shear damping device 8 (made up of at least one shear damping element 9 or shear-elastic layer 11) has an elastic shear oscillation S, in which the side of the shear-damping element 9 or the shear-elastic layer 11 facing the sleeper body 3 is transverse to the rail extension direction R against the track bed coupling surface 13 oscillates, in the frequency range from 150Hz to 200Hz, a shear stress-shear deformation relationship with a hysteresis which has the following property: the area W D enclosed by a hysteresis curve H is larger than a 2 /8, preferably larger than a 2 /6, where a in the shear stress-shear deformation relationship is the distance between the zero point and the point of the hysteresis curve H that corresponds to the largest shear deformation.
  • This hysteresis property preferably applies at least to those hysteresis curves H whose greatest shear deformation results from a displacement of the track bed coupling surface 13 relative to the side of the shear damping element 9 facing the sleeper body 3 between 0.1 mm and 0.5 mm in a direction that is essentially parallel to the track bed coupling surface 13 is, corresponds.
  • the shear-elastic layer 11 in the case of one shear-damping element 9 or the entirety of the shear-elastic layers 11 in the case of several shear-damping elements 9 with regard to a shear vibration S in which the side of the shear-elastic layer 11 facing the sleeper body 3 is transverse to the rail extension direction R against the The side of the shear-elastic layer 11 facing away from the threshold body 3 oscillates, has a material loss factor ⁇ of at least 1/10, preferably at least 2/10, particularly preferably at least 3/10, in the frequency range from 100Hz to 250Hz.
  • Fig. 1 shows the shear oscillation S defined above in a schematic manner and not shown to scale.
  • the side of the shear-elastic layer 11 (or track bed coupling surface 13) facing away from the sleeper body 3 can be seen in its upper deflection (solid line) and in its lower deflection (dashed line). .
  • the at least one thrust damping element 9 can be designed in the form of a - preferably plate-shaped - thrust rubber spring.
  • the shear-elastic layer 11 can be formed from plastic, rubber, polyamide, foamed polyurethane and/or any other elastic, natural or synthetic material.
  • the track bed coupling surface 13 is firmly connected to the side of the shear-elastic layer 11 - facing away from the sleeper body 3 - by its own coupling layer 12, is formed.
  • the coupling layer 12 can be formed, for example, by a - preferably metallic - sheet or grid.
  • the track bed coupling surface 13 could also be formed by the outside of the shear-elastic layer 11 itself, but a separate coupling layer 12 is preferred in order to improve the effectiveness of the shear damping and also to increase the service life.
  • the coupling layer 12 is preferably designed to be shear-resistant in directions parallel to the track coupling surface 13 or the coupling layer 12 can have a (significantly) higher, preferably 10 times higher, rigidity than the shear-elastic layer 11.
  • the shear damping element 9 is attached to the side surface 7 of the threshold body 3 by means of a carrier layer 10 which is firmly, preferably rigidly and/or integrally connected to the threshold body 3.
  • a carrier layer increases the effectiveness of the shear damping and the service life of the shear damping device.
  • the carrier layer 10 can be formed in the form of a grid, a net and/or a reinforcement which is cast into the sleeper body 3, and/or in the form of a plate which is firmly connected to the sleeper body 3 - preferably by means of screws be.
  • the shear-elastic layer 11 is firmly connected to the carrier layer 10 and preferably adheres to the carrier layer 10 over the entire surface and/or at a plurality of points distributed over the entire surface of the shear-elastic layer 11.
  • the shear damping element 9 is connected to the threshold body 3 exclusively via the side surface 7 of the threshold body 3.
  • the shear damping element 9 is connected to the side surface 7 of the threshold body 3 - preferably exclusively - firmly connected by means of connecting means which are located between the side of the shear damping element 9 facing the threshold body 3 and the side surface 7 of the threshold body 3.
  • the connecting means comprises an adhesive, in particular an adhesive, and/or a carrier layer 10 - already described above, in particular a plate or a grid, and/or screws.
  • the thrust damping device 8 preferably covers at least 50%, preferably at least 70%, of the area of a side surface 7 of the sleeper body 3.
  • the thrust damping device 8 is located entirely within the contour defined by the outer edges of the side surface 7.
  • the lower end of the shear damping element 9 is therefore above the lower edge of the side surface 7 or extends at most to the lower edge of the side surface 7.
  • the rail sleeper 2 can have a rail sole 14 with an elastic layer arranged on the underside 6 of the sleeper body 3.
  • the shear-elastic layer 11, the track bed coupling surface 13 and, if applicable, the coupling layer 12 of the shear-damping element 9 are completely separated from the rail sole 14.
  • the shear damping device 8 and the rail soles 14 are therefore connected to one another exclusively via the sleeper body 3 (but not to one another).
  • the shear-elastic layer 11 of the shear-damping element 13 and the elastic layer of the rail sole 14 can be made of different materials.
  • the rigidity of the elastic layer of the rail sole 14 is greater, preferably at least twice as great, as the rigidity of the shear-elastic layer 11 of the shear-damping element 9.
  • the rail fastening device(s) 5 can each have an elastic, in particular wedge-shaped, support 15 for rails 16.
  • the ones in the Fig. 8-10 each show a sleeper that is coupled to a higher-level track bed or trough.
  • the shear damping element 9 is here attached to a front side surface of the sleeper body and is firmly connected to a fixed receptacle 19, which can be designed, for example, in the form of an anchor, a trough-shaped receptacle or a side support or wall.
  • shear damping element 9 is adjustable in height and/or laterally relative to the threshold body 3.
  • the invention also relates to a track superstructure 17 with a track bed 1 (in Fig. 2 schematically indicated; see also Fig. 4-7 ), rail sleepers 2, which are laid on the track bed 1, and rails 16 ( Fig. 2 or 3), which are attached to the top 4 of the rail sleepers 2 by means of rail fastening devices 5.
  • the invention also relates to a method for producing a track superstructure 17 and the use of rail sleepers 2 according to the invention for damping vibrations of the sleeper body 3 transverse to the rail extension direction R at least in the frequency range from 150 Hz to 200 Hz, in particular for damping limit cycle-like slip wave vibrations in the range of 100Hz to 250Hz, preferably in a narrow arc, and resonance vibrations of rails on routes with a maximum permissible travel speed of over 140 km/h, preferably over 200km/h.
  • a threshold according to the invention is clamped into a vibration device (also called a vibration shaker) and subjected to vibration.
  • a threshold 2 is positioned on a table 20 (an elastic mounting of the vibration shaker is integrated in the table 20 and is not designated separately).
  • 21 denotes a recording that is on the Track bed coupling surface 13 rests or is coupled to the coupling layer 12 of the shear damping element 9.
  • At least one vibration cylinder 23 (preferably two vibration cylinders, each in the area of a rail fastening point 5) interacts with the top of the threshold 2 via a screwed-on pressure plate 22. With the vibration cylinder(s) 23, the shear stress or shear amplitude is applied in the relevant frequency range. The yoke 24 absorbs the counterforce.
  • the shear stress and/or the shear deformation of the shear damping element 9 or the shear-elastic layer 11 is determined using appropriate sensors, so that a shear stress-shear deformation relationship with the hysteresis curve described above can be derived from this.
  • optimal parameters for the design of the thrust damping device 8 can be found. Parameters such as shear damping ability (proportion of dissipated energy), material loss factor, but also wear resistance, temperature resistance of the materials used, etc., especially for the shear-elastic layer, can play a role.
  • the invention which may also be referred to as a limit cycle damping device or superstructure limit cycle damper, is not limited to the described embodiments and the aspects highlighted therein. Rather, a large number of modifications are possible within the inventive concept, which are within the scope of professional action. It is also possible to implement further embodiment variants by combining the means and features mentioned without departing from the scope of the invention.

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Claims (15)

  1. Traverse de rail (2) destinée à être posée sur une voie (1),
    plus particulièrement un lit de ballast ou une voie solide, dans lequel la traverse de rail (2) comprend un corps de traverse (3) - de préférence armé - plus particulièrement un corps en béton, qui présente une face supérieure (4) avec au moins un dispositif de fixation de rail (5), qui définit une direction d'extension de rail (R), une face inférieure (6) et des surfaces latérales (7) s'étendant entre la face supérieure (4) et la face inférieure (6), dans lequel, sur au moins une surface latérale (7) du corps de traverse (3), de préférence au niveau de chacune de deux surfaces latérales (7) opposées, est monté un dispositif d'amortissement,
    caractérisé en ce que l'au moins un dispositif d'amortissement est un dispositif d'amortissement de poussée (8) pour l'amortissement des vibrations du corps de traverse (3) transversalement par rapport à la direction d'extension des rails (R) au moins dans la plage de fréquences de 150 Hz à 200 Hz, dans lequel le dispositif d'amortissement de poussée (8) est monté au niveau d'une surface latérale longitudinale (7) du corps de traverse (3), s'étendant transversalement par rapport à la direction d'extension des rails (R), et est constitué d'au moins un élément d'amortissement de poussée (9), de préférence en forme de plaque, qui est relié fermement avec la surface latérale longitudinale (7) du corps de traverse (3) et qui comprend une surface de couplage avec la voie (13) sur le côté opposé au corps de traverse (3) et une couche élastique (11) entre la surface latérale longitudinale (7) du corps de traverse (3) et la surface de couplage avec la voie (13), pour l'amortissement de vibrations de poussée entre le corps de traverse (3) et la surface de couplage avec la voie (13).
  2. Traverse de rail selon la revendication 1, caractérisé en ce que le dispositif d'amortissement de poussée (8) de l'au moins un élément d'amortissement de poussée (9) présente, en ce qui concerne une vibration de poussée élastique (S), dans laquelle le côté opposé au corps de traverse (3) de l'au moins un élément d'amortissement de poussée (9) vibre transversalement par rapport à la direction d'extension des rails (R) contre la surface de couplage avec la voie (13), dans la plage de fréquences de 150 Hz à 200 Hz, une relation contrainte de cisaillement-déformation de cisaillement avec une hystérésis qui présente la propriété suivante : la surface (WD) entourée par une courbe d'hystérésis (H) est supérieure à a2/8, de préférence supérieure à a2/6, dans lequel a est, dans la contrainte de cisaillement-déformation de cisaillement, la distance entre le point zéro et le point de la courbe d'hystérésis (H) qui correspond à la déformation de cisaillement la plus grande,
    dans lequel, de préférence, cette propriété d'hystérésis est valable au moins pour les courbes d'hystérésis (H) dont la déformation de cisaillement la plus grande correspond à un décalage a de la surface de couplage avec la voie (13) par rapport au côté, orienté vers le corps de traverse (3), de l'au moins un élément d'amortissement de poussée (9) dans une direction qui est globalement parallèle à la surface de couplage avec la voie (13), dans lequel le décalage a est entre 0,1 mm et 0,5 mm.
  3. Traverse de rail selon la revendication 2, caractérisé en ce que cette propriété d'hystérésis est valable au moins pour les courbes d'hystérésis (H) dont la déformation de cisaillement la plus grande correspond à un décalage a de la surface de couplage avec la voie (13) par rapport au côté, orienté vers le corps de traverse (3), de l'au moins un élément d'amortissement de poussée (9) dans une direction qui est globalement parallèle à la surface de couplage avec la voie (13), dans lequel le décalage a est entre 50 mm/f[Hz] et 100 mm/f[Hz], dans lequel f[Hz] est la fréquence à la base de la courbe d'hystérésis.
  4. Traverse de rail selon l'une des revendications précédentes, caractérisé en ce que la couche élastique (11), dans le cas d'un élément d'amortissement de poussée (9), ou toutes les couches élastiques (11), dans le cas de plusieurs éléments d'amortissement de poussée (9), présentent, en ce qui concerne une vibration de poussée (S), dans laquelle le côté, orienté vers le corps de traverse (3), de la couche élastique (11), transversalement par rapport à la direction d'extension des rails (R) contre le côté, opposé au corps de traverse (3), de la couche élastique (11) dans la plage de fréquence de 150 Hz à 200 Hz, un facteur de perte de matériau η d'au moins 1/10, de préférence d'au moins 2/10, plus particulièrement de préférence d'au moins 3/10.
  5. Traverse de rail selon l'une des revendications précédentes, caractérisé en ce que l'au moins un élément d'amortissement de poussée (9) est conçu sous la forme d'un ressort en caoutchouc, de préférence en forme de plaque, et/ou en ce que la couche élastique (11) est constituée de matière plastique, de caoutchouc, de polyamide, de polyuréthane alvéolaire et/ou d'un quelconque autre matériau élastique, naturel ou synthétique, et/ou en ce que l'au moins un élément d'amortissement de poussée (9) peut être déplacé par rapport au corps de traverse (3), ce qui permet de modifier la position de l'élément d'amortissement de poussée (9) sur la surface latérale (7), de préférence du haut vers le bas et/ou dans la direction latérale.
  6. Traverse de rail selon l'une des revendications précédentes, caractérisé en ce que la surface de couplage avec la voie (13) est constituée d'une couche de couplage (12), qui est reliée fermement avec le côté, opposé au corps de traverse (3), de la couche élastique (11),
    dans lequel, de préférence, la couche de couplage (12) est constituée d'une tôle ou d'une grille ou d'une corbeille, de préférence métallique,
    dans lequel, de préférence, la couche de couplage (12) est réalisée de manière rigide à la poussée dans des directions parallèles à la surface de couplage avec la voie (13) et/ou présente une rigidité plus élevée, de préférence 10 fois plus élevée, que la couche élastique (11).
  7. Traverse de rail selon l'une des revendications précédentes, caractérisé en ce que l'élément d'amortissement de poussée (9) est fixé à la surface latérale (7) du corps de traverse (3) au moyen d'une couche de support (10), qui est fixée fermement, de préférence reliée de manière rigide et/ou intégrale, avec le corps de traverse (3) et/ou en ce que l'élément d'amortissement de poussée (9) est couplé à la voie (1) au moyen d'une couche de support qui est reliée fermement, de préférence de manière rigide et/ou intégrale, avec la voie (1).
  8. Traverse de rail selon la revendication 7, caractérisé en ce que la couche de support (10) présente la forme d'une grille, d'un réseau et/ou d'une armature, qui est coulée dans le corps de traverse (3) et/ou présente la forme d'une plaque, qui est reliée fermement, de préférence au moyen de vis, avec le corps de traverse (3) et/ou en ce que la couche élastique (11) est reliée fermement avec la couche de support (10), dans lequel, de préférence, la couche élastique (11) adhère, de préférence sur toute la surface et/ou au niveau d'une pluralité de points répartis sur toute la surface de la couche élastique (11), à la couche de support (10).
  9. Traverse de rail selon l'une des revendications précédentes, caractérisé en ce que l'élément d'amortissement de poussée (9) est relié avec le corps de traverse (3) exclusivement par l'intermédiaire de la surface latérale (7) du corps de traverse (3), et/ou en ce que l'élément d'amortissement de poussée (9) est relié fermement avec la surface latérale (7) du corps de traverse (3), de préférence exclusivement, à l'aide de moyens de liaison, qui se trouvent entre le côté, orienté vers le corps de traverse (3) de l'élément d'amortissement de poussée (9) et la surface latérale (7) du corps de traverse (3), dans lequel, de préférence, le moyen de liaison est un adhésif, plus particulièrement une colle, et/ou comprend une couche de support (10), plus particulièrement une plaque ou une grille ou une corbeille métallique, et/ou des vis.
  10. Traverse de rail selon l'une des revendications précédentes, caractérisé en ce que le dispositif d'amortissement de poussée (8) recouvre au moins 50 %, de préférence au moins 70 %, de la surface d'une surface latérale (7) du corps de traverse (3) et/ou en ce que le dispositif d'amortissement de poussée (8) se trouve entièrement à l'intérieur du contour défini par les bords extérieurs de la surface latérale (7) et/ou en ce que l'extrémité inférieure de l'élément d'amortissement de poussée (9) se trouve au-dessus du bord inférieur de la surface latérale (7) ou arrive au moins jusqu'au bord inférieur de la surface latérale (7).
  11. Traverse de rail selon l'une des revendications précédentes, caractérisé en ce que la traverse de rail (2) comprend une semelle de rail (14) avec une couche élastique, disposée sur la face inférieure (6) du corps de traverse (3), dans lequel la couche élastique (11), la surface de couplage avec la voie (13) et, le cas échéant, la couche de couplage (12) de l'élément d'amortissement de poussée (9) sont entièrement séparées de la semelle de rail (14).
  12. Traverse de rail selon la revendication 11, caractérisé en ce que la couche élastique (11) de l'élément d'amortissement de poussée (13) et la couche élastique de la semelle de rail (14) sont constituées de matériaux différents et/ou présentent des propriétés élastiques différentes
    et/ou en ce que la rigidité de la couche élastique de la semelle de rail (14) est supérieure, de préférence au moins 2 fois supérieure, à la rigidité de la couche élastique (11) de l'élément d'amortissement de poussée (9)
    et/ou en ce que le dispositif d'amortissement de poussée (8) et la semelle de rail (14) sont reliés entre eux exclusivement par l'intermédiaire du corps de traverse (3).
  13. Superstructure de voie (17) avec une voie (1), des traverses de rails (2), qui sont posés sur la voie (1), et des rails (16) qui sont fixés, au moyen de dispositifs de fixation de rails (5), sur la face supérieure (4) des traverses de rails (2),
    dans lequel, de préférence, la superstructure de voie (17) constitue un tracé de tronçon qui présente un rayon de courbure inférieur à 600 m et/ou un tronçon à haute vitesse, plus particulièrement avec des vitesses supérieures à 140 km/h,
    caractérisé en ce que les traverses de rails (2) de la superstructure de voie (17) sont conçues selon l'une des revendications 1 à 12.
  14. Procédé de fabrication d'une superstructure de voie (17), avec des traverses de rails (2) qui sont conçues selon l'une des revendications 1 à 12, dans lequel les traverses de rails (2) sont posées sur la voie (1), en couplant la surface de couplage avec la voie (13) et/ou une couche de couplage (12) formant une surface de couplage avec la voie (13), avec la voie (1), ce qui forme, respectivement, entre la voie (1) et les traverses de rails (2), un dispositif d'amortissement de poussée (8).
  15. Utilisation de traverses de rails (2) qui sont conçues selon l'une des revendications 1 à 12, pour l'amortissement de vibrations du corps de traverse (3) transversalement par rapport à la direction d'extension des rails (R), au moins dans la plage de fréquences de 150 Hz à 200 Hz, plus particulièrement pour l'amortissement de vibrations à ondes rampantes à cycles limites dans une plage de 100 Hz à 250 Hz, de préférence dans un arc étroit, et des vibrations de résonance des rails sur les tronçons avec une vitesse maximale admissible de plus de 140 km/h, de préférence de plus de 200 km/h.
EP22168985.4A 2021-04-28 2022-04-20 Traverse de rail, procédé de fabrication d'une superstructure de voie et utilisation de traverse de rail Active EP4083320B1 (fr)

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CN116289346B (zh) * 2023-02-14 2025-11-04 株洲时代新材料科技股份有限公司 一种顶板分段式道岔减振器
CN116856210A (zh) * 2023-07-24 2023-10-10 华亭煤业集团有限责任公司 一种用于支撑钢轨的合金轨枕
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US4616395A (en) * 1983-06-30 1986-10-14 Perini Corporation Railroad track fixation method and apparatus
AT405197B (de) 1990-01-30 1999-06-25 Porr Allg Bauges Gleisober- und gleisunterbau für schienengebundene fahrzeuge
DE59304158D1 (de) 1992-05-09 1996-11-21 Phoenix Ag Schienenanordnung
DE19503220A1 (de) * 1994-02-10 1995-08-17 Butzbacher Weichenbau Gmbh System für den schotterlosen Oberbau von Gleisanlagen
BE1014318A6 (fr) 2001-07-26 2003-08-05 Vanhonacker Patrick Dispositif de support pour rails de voie ferree ballastee.
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JP6097554B2 (ja) * 2012-12-25 2017-03-15 積水化学工業株式会社 まくら木

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