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EP0552788B1 - Traverse pour les rails d'une voie ferrée pour véhicules sur rails - Google Patents

Traverse pour les rails d'une voie ferrée pour véhicules sur rails Download PDF

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Publication number
EP0552788B1
EP0552788B1 EP93100937A EP93100937A EP0552788B1 EP 0552788 B1 EP0552788 B1 EP 0552788B1 EP 93100937 A EP93100937 A EP 93100937A EP 93100937 A EP93100937 A EP 93100937A EP 0552788 B1 EP0552788 B1 EP 0552788B1
Authority
EP
European Patent Office
Prior art keywords
sleeper
sections
section
another
threshold
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
EP93100937A
Other languages
German (de)
English (en)
Other versions
EP0552788A1 (fr
Inventor
Sebastian Benenowski
Albrecht Demmig
Hans-Ulrich Dietze
Alfred Kais
Erich Nuding
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.)
Butzbacher Weichenbau GmbH
Voestalpine Turnout Technology Germany GmbH
Original Assignee
Voestalpine BWG GmbH
Butzbacher Weichenbau GmbH
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
Application filed by Voestalpine BWG GmbH, Butzbacher Weichenbau GmbH filed Critical Voestalpine BWG GmbH
Publication of EP0552788A1 publication Critical patent/EP0552788A1/fr
Application granted granted Critical
Publication of EP0552788B1 publication Critical patent/EP0552788B1/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
    • E01B7/00—Switches; Crossings
    • E01B7/22—Special sleepers for switches or crossings; Fastening means therefor

Definitions

  • the invention relates to a sleeper for rails of a superstructure for rail vehicles, in particular a long sleeper for receiving sections of at least three rails, the sleeper consisting of at least two sections which are connected or merged into one another, while maintaining or essentially maintaining the distance between them the rails are movable relative to each other in the vertical direction.
  • the sleepers which can be any, i.e. steel, concrete, wood or otherwise used sleepers, vibrate naturally, which can result in resonances that result in the substructure being changed like a ballast bed , which in turn causes the threshold and thus the rail to be lowered.
  • this lowering does not take place uniformly over the length of the threshold, so that driving conditions that lead to hazards can occur.
  • DE 40 04 452 A1 discloses a method for the stable laying of at least three tracks which are laid at a short distance from one another. Over-long sleepers are used, which alternately hold a different number of rail tracks. According to DE 38 29 659 A1 prestressed concrete sleepers are coupled over their end areas receiving sleeves. According to DE 91 06 438 U1, Y sleepers are used to store rails.
  • a railroad tie is known from CH 621 832 A5, which consists of two sleeper parts which are positively connected to one another. Each sleeper part takes on a track.
  • the threshold known from DK 15243 consists of two parts that are connected to each other via a hinge. This allows a relative movement about a horizontal axis. In the case of a two-part crossbar made of reinforced concrete or prestressed concrete, which can be found in DD 46 290, the two equally long sleeper parts are connected by a vertical blade joint in order to achieve flexibility in a vertical plane.
  • DE-PS 482 003 In order to enable a relative movement between two sections of a sleeper receiving a track around a vertical axis, it is proposed according to DE-PS 482 003 to provide the sleeper sections with projections which are connected to one another via a pivot.
  • DE-PS 805 649 describes a prestressed concrete sleeper consisting of two sections, the sections having metal plates in the joint area, between which balls are arranged. A certain degree of articulation of the sections can be achieved by the balls.
  • a railroad tie consisting of several, preferably three, single links can be found in DE-PS 955 776.
  • a concrete sleeper consisting of several sections is known from US Pat. No. 1,602,673, the individual sections being connected via metal rods passing through them.
  • US 1,364,067 iron sleepers are provided, some of which have a double-T profile.
  • US 1,681,871 discloses a T-shaped iron sleeper for receiving rails, the sleeper itself consisting of two sections which are connected by means of a U-shaped connecting element which extends along the webs of the T-profile.
  • a articulated connection between sections of a threshold is known from US 1,346,651.
  • No. 1,367,265 proposes a threshold consisting of three sections with a semicircular cross section, which are connected via metal strips which extend in the apex region of the sections.
  • FR 401.332 a continuous threshold is provided, which has a slot-shaped recess in the middle area.
  • No. 1,329,648 has a cutout in the middle area in order to achieve a certain elasticity between the sleeper sections.
  • the present invention is inter alia based on the problem of creating track-like conditions wherever, for example, where additional track components such as wheel links or frogs change the stiffness of the rails and / or a change in thresholds, particularly in relation to the depression, to create track-like conditions, i.e. on the one hand there is a constant depression for each of the rails arranged on a threshold and on the other hand it is ensured that track-like conditions prevail regardless of the static and dynamic loads.
  • the latter means that the elastic behavior in the vertical direction is largely unchanged under static and dynamic loads.
  • the invention is also based on the problem, in particular, of designing long sleepers in such a way that the vibrations generated in them do not lead to a change in the position of the sleepers, that is to say a permanent influence on the substructure.
  • the problem is solved according to the invention in that the threshold sections have different natural frequencies in such a way that vibration is damped when the threshold sections are set in vibration.
  • a threshold is divided into sub-sections at the same time decoupling them in such a way that there is symmetrical behavior, that is to say that track-like conditions are set in the regions in which a plurality of rails running side by side are arranged on threshold sections.
  • this decoupling however, directional stability is ensured since the threshold sections continue to be connected to one another.
  • the decoupling enables a relative movement in the vertical direction, the rail sections being able to be offset and / or inclined relative to one another depending on their loads.
  • Decoupling and relative movement of the sleeper sections to one another can take place in such a way that the rails arranged on the sleeper sections each have essentially the same indentation numbers, ie show the symmetrical behavior already mentioned with static or dynamic loads.
  • the same depression does not necessarily take place solely through the decoupled sleeper sections, but also through the possibly required intermediate layers between the rail and sleeper section, which are designed to be damping and resilient in the desired extent and required by the respective track conditions, without any adverse vibration behavior occurring.
  • the damping of the respective intermediate layer depends on the vertical section modulus of the respective rails or the respective pair of rails.
  • the intermediate layer can be arranged, for example, between the rail and the ribbed plate or between the latter and the threshold.
  • a threshold made of metal with an upper flange, web and foot, preferably in the form of at least one double-T beam is characterized in that the sections of the threshold essentially have a common upper flange or at least one connecting the respective upper flange Element are connected.
  • the threshold for dividing into the threshold sections, that is, for decoupling them, the lower flange and web can be cut out in one plane as if milled out. Consequently, the sleeper sections merge into one another via a common upper flange, the transition region acting as a kind of leaf spring, so that the desired relative adjustability of the rail sections in the vertical direction is made possible.
  • the sleeper sections are also possible not to form the sleeper sections with a continuous upper flange, but to produce them as separate elements, which are, however, connected to one another via connecting elements which extend along the outer surfaces of the respective upper flanges.
  • connection can follow in an articulated manner.
  • the connecting elements can engage with the upper flanges via a toothing in order to allow a simple change in the distance between the sleeper sections.
  • the projections or teeth on one sleeper section have different distances from those of the other sleeper section.
  • the threshold sections have different lengths, each threshold section having different natural vibrations with wavelengths ⁇ 1 or ⁇ 2 , the wavelength ⁇ 1 of the longer section being able to deviate from that of the shorter section, preferably being smaller. If the longer section is caused to vibrate when a vehicle is driven through, this is transferred to the shorter section. Due to the different wavelengths and the respective natural vibrations, these are influenced by one another in such a way that vibration damping is effected, that is to say the entire threshold is damped, as a result of which there is no permanent influence on the substructure.
  • the measures according to the invention also result in advantages in terms of assembly. Normally, long sleepers have to be arranged on site and the rails then attached to them. Because of the invention The proposed subdivision of the long sleepers can be largely preassembled in the manufacturing plant, since the remaining sleeper section lengths can in principle be transported without any problems with rails fastened on them, with of course there having to be a detachable connection between the sleeper sections.
  • the invention is to be explained on the basis of a switch, so that there is also no restriction. Rather, the invention relates to any track areas in which sections of more than two rails are normally to be arranged on a sleeper.
  • Fig. 1 is a plan view of a section of a switch, the rails (1) and (3) form the main track and the rails (2) and (4) form the siding.
  • asymmetrical loads are applied to the sleepers, because among other things the stiffness of the rails is different, depending on whether a rail section is e.g. a wheel handlebar or a frog tip or no additional track part is assigned at all. This asymmetrical load results in different depressions in the substructure, as will be explained with reference to FIGS. 1 to 3.
  • the long or mono threshold (12) is asymmetrically loaded in the area of the section BB.
  • the rail (1) has a wheel control arm (14), the rail (3) designed as the centerpiece tip (16) and the rail (4) are in turn assigned a wheel control arm (18). This results in different depressions for the rails (1) and (3) depending on the path (s), which changes suddenly at the beginning of the wheel control arm or the frog area or at the end thereof. This is illustrated on the basis of the basic representations in FIGS. 7 and 8.
  • the sleepers in the area of the track in which several rails run next to one another and sections of which are arranged on a sleeper, are developed in such a way that conditions similar to tracks occur everywhere in the entire area, i.e. before, in and after the switch, i.e. those that prevail in the threshold (10).
  • This decoupling with simultaneous permanent connection between the threshold sections (22) and (24) is indicated in the figures by a hatched area in the long sleepers (20) and is generally provided with the reference symbol (28).
  • Fig. 6 can also be seen that between the threshold section surface and rail (1), (3) and (4), namely between these receiving and unspecified ribbed plates and the facing surfaces of the threshold sections (22) and (24) intermediate layers are arranged, which have different damping properties depending on the vertical moment of resistance of the respective rails or the pair of rails with the aim that the depression of the rail or the pair of rails, which are absorbed by the respective threshold section and the intermediate layer, which corresponds to the normal track.
  • Corresponding intermediate layers have the reference symbols (19), (21) and (23) in FIG. 6.
  • An elastic layer can also be vulcanized on or on.
  • FIG. 10 to 12 illustrate the position of the sections (22) and (24) in the unloaded state (Fig. 10) and in the loaded state (Fig. 11 and 12), the sections (22) and (24) offset to one another (FIG. 11) or inclined to one another (FIG. 12).
  • connection between the sleeper sections (22) and (24) takes place according to FIG. 13 (top view) and FIGS. 14 to 16 (side view) by means of oscillating metal connections (35) which are formed by the respective end faces of the sleeper sections facing each other and not described in more detail ( 22) and (24).
  • This type of connection also enables an inclination or a step-like progression between these (FIGS. 15 and 16) in order, depending on the respective load, to be static, whether dynamic or even, and thus the desired to achieve a constant depression.
  • connection (36) which is designed as a double joint.
  • the pivot axes (38) and (40) run horizontally, that is to say parallel to the upper sides (32) and (34), as the comparison between the top view according to FIG. 17 and the side views of FIGS. 18 and 20 illustrates.
  • a connection between the threshold sections (22) and (24) can also take place via a toothing (42).
  • a connection (44) according to FIGS. 22 and 23 comprises plate-shaped elements (54) running parallel to the sides (46) or (48) and (50) or (52) of the threshold sections (22) and (24). and (56) which are connected via the threshold sections (22) and (50) horizontally penetrating pins (58) and (60), which in turn are surrounded by rubber sleeves (62) and (64).
  • the horizontal course (see side view Fig. 22) of the pin elements (58) and (60) also makes it possible to adjust the sections (22) and (24) in the vertical direction, that is to say a desired decoupling, uni-uniform depressions with static and dynamic Loads, that is to say to achieve essentially the same elasticity behavior in the vertical direction.
  • decoupling options can also be provided, which are to be explained with reference to FIGS. 28 to 39.
  • a threshold (74) of a length (L) is divided into sections (76) and (78) of the lengths (L1) and (L2), the section (76) of the length (L1) being longer than the section (78) of the Length (L2).
  • the threshold (74) consists of two double T-beams (80) and (82) arranged next to one another, each consisting of an upper flange (84), a web (86) and a lower flange or foot (88).
  • the plate element (94) is connected to the upper flange (84) by means of screws, which in turn are secured against uncontrolled loosening by means of locking plates (98).
  • the intermediate layer (96) can consist of a PUR elastomer or another suitable damping material.
  • FIGS. 35 to 39 The exemplary embodiment of FIGS. 35 to 39 is intended to illustrate that the sections (76) and (78) of the threshold (74) can be spaced apart, a connection being made via a joint (100).
  • a joint 100
  • Double T-beams (80) and (82) which together form the threshold (74), are associated with such an articulated connection (100), as is also illustrated by the sectional view according to FIG. 36.
  • the articulated connection (100) essentially takes place through a double-conical steel sleeve (102) which starts from a web (104) which in turn connects with the top of the upper flange (106) of the sleeper section (76) via e.g. Is screwed.
  • Extending in the double-conical sleeve (102) are two bushings (108) and (110) made of vibrating metal, which in turn are penetrated by a nut (112) which is connected to legs (114) and (116) which are from the top (118) of the upper flange (120) of the sleeper section (78) extend and are screwed to it.
  • the sectional view along the line B-B thus shows that a threshold (122) arranged there shows natural vibrations which, compared to those of the threshold (120), has a larger wavelength with a simultaneously lower frequency. At the same time, however, the amplitude increases noticeably, provided the same energy input is assumed. If the threshold (122) is now brought into resonance, there is a risk that, due to its vibration behavior, the substructure will be influenced in such a way that there will be a permanent change, e.g. the ballast bed loosens and thus opens up the possibility of the threshold (120) itself sinking undesirably.
  • sections (76) and (78) Due to the decoupling of sections (76) and (78), vibrations are formed in the longer section (76) with a different (e.g. smaller) wavelength and also different (e.g. larger) frequency compared to that of section (78). If the section (76) is excited in vibration when passing through the track formed by the rails (1) and (3), this vibration is transferred to the section (78), in which a vibration of a different frequency and wavelength is formed. At the same time However, the different vibrations of sections (76) and (78) influence each other due to their coupling to one another, so that there is vibration damping, which leads to extremely strong damping of the vibrations, so that extremely small amplitudes can only form, which in turn Can not influence the substructure sustainably.
  • the different vibrations of sections (76) and (78) influence each other due to their coupling to one another, so that there is vibration damping, which leads to extremely strong damping of the vibrations, so that extremely small amplitudes can only form, which in turn Can not
  • the joint (100) can be designed in such a way that the element (122) extending from the section (78) has two legs spaced apart from one another and running perpendicular to the flange surface of the sleeper, from which bolts (124) aligned with one another originate in one of those engaging with the threshold portion (76) connected element (126) outgoing socket (128).
  • a liner made of elastic material can be present between the bolts (124) on the one hand and between these and the bushing (128) on the other hand.
  • the elements (122) and (126) are connected to the threshold sections (76) and (78) by screws.
  • the superimposed surfaces of the elements (122) and (126) and the upper sides of the flanges of the sleeper sections (76 ) and (78) into each other via a toothing, which can be seen enlarged from FIGS. 49 and (50).
  • the distance a of the unspecified projections of the toothing between the element (126) and the sleeper section (76) is greater than the distance b of the toothing between the element (122) and the sleeper section (78).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Seats For Vehicles (AREA)

Claims (15)

  1. Traverse (20, 74) pour supporter les rails d'une superstructure pour véhicules ferroviaires, notamment longrine pour supporter des sections d'au moins trois rails (1, 2, 3, 4), cette traverse (20, 74) étant composée d'au moins deux sections (22, 24, 76, 78) qui sont liées ou qui se joignent et qui sont mobiles les unes par rapport aux autres en sens vertical tout en maintenant ou en maintenant pour l'essentiel l'écartement entre les rails,
    caractérisée en ce que
    les sections de traverses (22, 24, 76, 78) possèdent des fréquences propres divergentes de manière à supprimer les vibrations quand lesdites sections de traverses sont soumises à des vibrations.
  2. Traverse selon revendication 1 comportant un patin (19, 21), possédant des propriétés d'amortissement et placée de préférence entre les rails et les sections de traverses (22, 24, 76, 78),
    caractérisée en ce que
    le rail ou les paires de rails placés sur les sections de traverses (22, 24, 76, 78) présentent pour l'essentiel des indices d'affaissement identiques.
  3. Traverse selon revendication 1 ou 2
    caractérisée en ce que
    les sections de traverses (22, 24, 76, 78) présentent un écartement et sont liées entre elles par au moins un élément de jonction (30, 35, 36, 44, 70, 94, 100), et en ce que les sections de traverses (22, 24) sont liées de manière articulée par au moins une double articulation (36).
  4. Traverse selon au moins une des revendications précédentes
    caractérisée en ce que
    les sections de traverses (22, 24) sont liées par au moins un élément de jonction plat (30), tel qu'un ressort à lame, placé de préférence sur la face supérieure (34) des sections de traverses, ou tel qu'une liaison caoutchouc-métal (35), intercalée entre les faces frontales opposées desdites sections de traverses en question.
  5. Traverse selon au moins une des revendications précédentes
    caractérisée en ce que
    les sections de traverses (22, 24) sont liées par encastrement (fig. 21 à 23).
  6. Traverse selon au moins une des revendications précédentes
    caractérisée en ce que
    les sections de traverses (22, 24, 76, 78) sont décalées et/ou inclinées les unes par rapport aux autres.
  7. Traverse selon au moins une des revendications précédentes
    caractérisée en ce que
    les sections de traverses (22, 24) sont liées par des éléments (54, 56) placées sur leurs faces latérales, éléments qui sont reliés à leur tour par des éléments de jonction (58, 60) traversant lesdites sections de traverses, tels que goujons ou boulons enveloppés d'une gaine de caoutchouc (62, 64).
  8. Traverse selon au moins une des revendications précédentes
    caractérisée en ce que
    les sections de traverses (22, 24) comportent une face de jonction étagée (66), garnie au moins dans certaines zones d'un intercalaire (68) constitué d'un matériau amortisseur, et en ce que les parties des sections de traverses (22, 24) s'emboitant dans le plan vertical ou horizontal sont reliées par un élément de jonction tel qu'un goujon (70) enveloppé d'une gaine de caoutchouc (72).
  9. Traverse (74) selon revendication 1, en métal et comportant un flasque supérieur, une âme et une semelle, de préférence en forme d'au moins une poutre en I,
    caractérisée en ce que
    les sections de traverses (76, 78) sont liées pour l'essentiel par un flasque supérieur commun (92) ou au moins par un élément de jonction (94) reliant les flasques supérieurs respectifs.
  10. Traverse selon revendication 9,
    caractérisée en ce que
    la traverse (74) est constituée d'une poutre en I (80, 82), de préférence de deux poutres en I parallèles, et où la semelle (88) et l'âme (86) ont été enlevées dans une section du plan transversal, par exemple par fraisage, afin de former les sections de traverses.
  11. Traverse selon au moins la revendication 9
    caractérisée en ce que
    l'élément de jonction liant la section de traverse (76) à l'autre (78) est une articulation (100), formée de préférence par un fourreau (102), par exemple à jupes coniques, et fixé directement ou indirectement sur un des flasques, ainsi que par une douille (108, 110) s'engageant dans ce fourreau et réalisée de préférence en caoutchouc-métal et traversée par un goujon ou un boulon (112), fixé directement ou indirectement sur l'autre flasque.
  12. Traverse selon au moins la revendication 9
    caractérisée en ce que
    les flasques supérieurs des sections de traverse (76, 78) présentant éventuellement un écartement, sont liées par un élément de jonction plat, tel qu'une éclisse (94), et où un patin (96) servant d'amortisseur est éventuellement placé entre le ou les flasques supérieurs et ledit élément de jonction (94).
  13. Traverse selon au moins la revendication 9
    caractérisée en ce que
    les sections de traverse (76, 78) sont de longueurs différentes, et en ce que la section plus longue (76) a une fréquence propre d'une longueur d'onde λ1 et la section plus courte (78) a une fréquence propre d'une longueur d'onde λ2 avec λ1 ≠ λ2, de préférence avec λ1 < λ2, de façon à ce qu'en cas d'une excitation vibratoire de la section plus longue et de l'excitation vibratoire conséquente de la section plus courte, les vibrations de ces deux sections se suppriment mutuellement.
  14. Traverse selon au moins une des revendications précédentes
    caractérisée en ce que
    les sections de traverse (22, 24) avec leurs sections de rails fixées dessus sont des unités pré-assemblées (fig. 47).
  15. Traverse selon au moins la revendication 9
    caractérisée en ce que
    les sections de traverse (76, 78) sont liées de manière articulée à l'aide d'éléments qui assurent un écartement défini entre lesdites sections au moyen d'un encastrement, l'encastrement de l'une des sections (76) étant de préférence différente de l'encastrement de l'autre (78).
EP93100937A 1992-01-22 1993-01-22 Traverse pour les rails d'une voie ferrée pour véhicules sur rails Expired - Lifetime EP0552788B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4201631 1992-01-22
DE4201631A DE4201631A1 (de) 1992-01-22 1992-01-22 Schwelle fuer schienen eines oberbaus fuer schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP0552788A1 EP0552788A1 (fr) 1993-07-28
EP0552788B1 true EP0552788B1 (fr) 1996-12-27

Family

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Application Number Title Priority Date Filing Date
EP93100937A Expired - Lifetime EP0552788B1 (fr) 1992-01-22 1993-01-22 Traverse pour les rails d'une voie ferrée pour véhicules sur rails

Country Status (5)

Country Link
EP (1) EP0552788B1 (fr)
AT (1) ATE146836T1 (fr)
DE (2) DE4201631A1 (fr)
DK (1) DK0552788T3 (fr)
ES (1) ES2095503T3 (fr)

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DE955776C (de) * 1942-10-13 1957-01-10 Arnold Bagon Eisenbahnschwelle
DE805649C (de) * 1944-08-25 1951-05-25 Frankignoul Pieux Armes Unterteilter Betonbalken o. dgl., insbesondere Eisenbahnschwelle
CH621832A5 (en) * 1977-08-04 1981-02-27 Matico Sa Railway sleeper
DE3829659A1 (de) * 1988-09-01 1990-03-22 Wayss & Freytag Ag Verfahren zum koppeln von spannbetonschwellen und mittel zur durchfuehrung des verfahrens
DE4004452A1 (de) * 1990-02-14 1991-09-05 Schimpff Frithjof Dipl Ing Verfahren zur spurstabilen verlegung von mindestens drei mit geringem abstand voneinander verlegten gleisen
DE9106438U1 (de) * 1991-05-22 1991-08-01 Stahlwerke Peine-Salzgitter Ag, 3150 Peine Schwelle und Eisenbahnweiche mit Y-Stahlschwelle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9145647B2 (en) 2010-08-27 2015-09-29 Rail.One Gmbh Folding switch

Also Published As

Publication number Publication date
DE59304842D1 (de) 1997-02-06
ES2095503T3 (es) 1997-02-16
DK0552788T3 (da) 1997-06-16
DE4201631A1 (de) 1993-07-29
EP0552788A1 (fr) 1993-07-28
ATE146836T1 (de) 1997-01-15

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