JPS599681B2 - Anti-vibration and anti-corrosion rail with transparent anti-vibration layer - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an anti-vibration and anti-corrosion rail having a transparent anti-vibration layer.

Traditionally, the noise generated when trains pass is a nuisance to residents living near the railway lines, so it has been proposed to cover the rails with anti-vibration material, but this has the effect of causing rust and cracks on the rails. The reality is that it has become invisible.

Therefore, the purpose of the present invention is to reduce the noise generated when trains pass by, prevent deterioration of the rails due to rust, which is a problem when using the rails, and furthermore, prevent rail abnormalities such as cracks that occur on the rails from being caused by the light of the transparent vibration-proofing layer. To provide a vibration-proof and rust-proof rail having a transparent vibration-proof layer that stands out and can be observed due to its refractive properties.

A feature of the present invention is that a vibration-proofing layer made of a transparent, flexible and elastic synthetic resin is formed on the entire surface of the rail except for the top surface and both side surfaces thereof.

Another feature of the present invention is that the vibration-proofing layer is filled with at least one of glass bulbs and glass fibers.

Embodiments of the present invention will be described below based on the drawings.

As shown in FIG. 1, a vibration-proofing layer 2 is formed on the entire outer surface of the rail 1 except for the upper surface of the head of the rail and both side surfaces thereof.

In this way, synthetic resins that have good adhesion to the rail, have high Young's modulus after curing, are flexible, hard elastic, and transparent, such as polyurethane, epoxy, liquid synthetic rubber, etc.
It has also been discovered that when a plasticizer mixture containing these as main components is cast over the entire surface of the rail, excluding the head and both sides thereof, through an appropriate formwork, it is quite effective in preventing noise generation. As a result of the experiment, we were able to confirm this.

Examples of suitable synthetic resin and plasticizer formulations for forming the vibration damping layer 2 include the following.

Example-1 Liquid A hexamethylene diine cyanide} (NCO group content 2
5-26%) 50 parts B-liquid polyether polyol (OH group content 4.8-5.0) 50 parts special polymerized oil (trade name: Syntalon+370) 50 parts dipzil tin dilaure} 0.01 part total 1
50.01 parts Example-2 Part A polyfunctional glycidyl ether (trade name Epomic R-097) 70 parts Bisphenol A type liquid epoxy (trade name Epicote 828) 30 parts Part B heterocyclic aliphatic polyamine (trade name Epomic Q -633A) 46 parts Special polymerized oil (trade name Mintalon +370) 54 parts Total 200 parts Each of the above two solutions A and B were mixed to form a vibration-proofing agent (hereinafter referred to as vibration-proofing agent). obtain.

When this anti-vibration agent is poured into a suitable formwork fixed to the outside of the rail 1 as shown in FIG. 1, it reacts and hardens over time to form the anti-vibration layer 2 of the rail.

Since the anti-vibration agent is a two-component type, it is preferable to inject both A and B into the formwork while mixing them.
It has been confirmed through experiments that it has injection workability of /H r ).

To apply this anti-vibration agent to rails that have not yet been installed on a railway, simply place the rail on a suitable support, hold it horizontally, assemble it into a mold, and inject the anti-vibration agent. In this case, remove the rail fastening device, suspend the rail from a sleeper or concrete support such as a slab using a jack, and keep it level. Then form the rail and inject the anti-vibration agent.

The vibration damping material in the present invention must be capable of adhering to the rail for a long period of time.

The anti-vibration layer made with the anti-vibration finishing agent shown in the two formulation examples above is sufficient on its own, but if a certain type of primer paint, such as an epoxy high zinc primer, is applied to the rail and then the anti-vibration layer is added. The adhesion can be further improved by forming .

The tests in the table above were conducted using 150 x 50 x 2.3 gi + (vertical and horizontal thickness) mild steel plates that had been subjected to surface preparation according to the Swedish Standard ST-3, but each of which had a vibration-proof layer formed to a thickness of 0.8~Loam. 7 days and 3 days after forming the vibration isolation layer
The adhesion stress was measured using a tensile tester after 0 days had passed.

Next, the results of measuring the noise reduction effect of a 5 m long 50 kgN rail with anti-vibration processing will be explained.

Measurements are made by dropping a ball of a predetermined weight from a predetermined height directly above the rail fastening device and hitting it against the rail head to generate a sound.
The noise level was measured at a predetermined distance from the point where the sound was generated.

A sound level meter conforming to the JIS-C-1502 standard was used, and the A and C characteristics were measured using an audible detection circuit.

At this time, the measured value is expressed as a sound pressure level (unit: decibel dB). Here, we will show an example of the measured value for the anti-vibration rail according to the present invention and for comparison, an unprocessed rail (referred to as a comparison rail). It became as shown in Table 2.

According to Table 2, it is clear that the closer the rail is to the noise source, the worse the noise difference, that is, the noise reduction effect, but it is impossible for a person to come within 1rIL when a train passes.

Since the distance between the rail and the person that causes noise problems is at least 5,771 degrees, the noise reduction effect is 4.
3-5. 5 dB, C% is 4.7 to 7.3 dB.

This is the soundproof wall (6-7) currently used on the JNR Shinkansen.
It can be said that the effect is almost the same as that of dB (which has a noise reduction effect of dB).

Next, FIG. 2 will be explained.

In this case, at least one of glass bulbs and glass fibers 3 was filled in a casting mold in advance, and the anti-vibration processing agents of Examples 1 and 2 were poured into the mold.

Filling with glass bulbs or glass fibers reduces the transparency to a certain extent, but this makes them strong against compression without losing their elasticity, and glass fiber filling in particular provides a strong resistance against tensile forces. A tremor layer is formed.

Further, since the glass bulb and the glass fiber are non-plastic bodies, and the vibration-proofing agent is a plastic body, the vibration-proofing effect can be further improved by solidifying the two together.

In particular, since the glass bulb has a high specific gravity and is hard, the energy transmitted from the rail is reduced by internal interference between the plastic body and the non-plastic body.

Furthermore, by making the shape of the vibration damping layer into a convex lens shape as shown in FIG. 3, it is also possible to enlarge and observe the base of the rail.

Furthermore, although the rail of the present invention is of course effective in reducing vibration and noise as described above, the anti-vibration layer is firmly bonded to the rail because the primer paint is applied to the rail in advance, and the head part is not visible. The base material of the rail is not exposed to the outside air.

Therefore, the rail belly and bottom never deteriorate due to corrosion even in a corrosive environment.

Furthermore, since the vibration isolation layer is made of an elastic material such as rubber or plastic with high electrical insulation properties, it is susceptible to corrosion due to rail current, i.e.
No galvanic corrosion phenomenon occurs.

That is, according to the present invention, the vibration-proof layer of the rail can be expected to reduce vibration noise and prevent rail corrosion at the same time.

[Brief explanation of the drawing]

Fig. 1 is a cross-sectional view of the anti-vibration rail according to the present invention, Fig. 2 is a cross-sectional view of the anti-vibration rail filled with a transparent solid material, and Fig. 3 is a cross-sectional view of the anti-vibration rail in which the anti-vibration layer is shaped like a convex lens. . 1...Rail, 2...Transparent anti-vibration layer, 3...Transparent solid material.

Claims (1)

[Scope of Claims] 1. A vibration-proof and rust-proof rail, characterized in that a vibration-proof layer of transparent and elastic synthetic resin is formed on the entire surface of the head of the rail except for the top surface and both sides thereof. 2. An anti-vibration and anti-corrosion rail characterized in that a vibration-proofing layer of transparent and elastic synthetic resin is formed on the entire surface of the rail except for the top surface of the head and both sides thereof, and this vibration-proofing layer has a convex lens shape. . 3. A vibration-proofing device characterized by forming a vibration-proofing layer of a transparent and elastic synthetic resin filled with at least one of glass bulbs and glass fibers on the entire surface of the rail head excluding the upper surface and both sides thereof. Anti-vibration rust rail.