Railways: surface track – Rail seats – Cushions
Patent
1995-03-31
1997-07-08
Morano, S. Joseph
Railways: surface track
Rail seats
Cushions
267152, 248575, 248606, 248618, E01B 962
Patent
active
056452160
DESCRIPTION:
BRIEF SUMMARY
SUBSTITUTE SPECIFICATION
The invention relates to a bearing for a part of a railroad track such as a rail-fastening plate or a ribbed slab for receiving a rail section, which section is traversed by rolling stock with a wheel load. The bearing is indirectly or directly connected to a support, where on the support side the track superstructure is supported on a first elastic element, and where on the rail side a prestressed device is disposed having at least one second elastic element for indirectly or directly prestressing the track superstructure in relation to the support, and where the first and second elastic elements each operate according to characteristic curves. The elastic elements forming a spring system with a combined characteristic curve being operative within the range of forces which are introduced by normal wheel loads.
A sound-insulating rail foundation comprising a base plate, a rail supporting plate and an element disposed between the base plate and the rail supporting plate is known from DE 30 33 607 C2.
To achieve an additional sound-damping effect, prestressing devices tensioning the rail supporting plate against the base plate are provided between the base plate and the rail supporting plate at a lateral distance from the first insulating elements, said devices comprising abutments held by threaded bolts, between which abutments and the base plate is disposed an elastically deformable prestressed element. Resultant inherent frequencies are to be altered with a suitable rail foundation such that undesirable noise developments are prevented.
The design of the insulating elements and their arrangement formed from these elements, results for the overall system having a spring characteristic curve that has a substantially constant steepness. This means that a linear relation exists between the spring displacement and the force introduced.
The proposed measures cannot always prevent the vibrations caused by rolling stock from being transmitted to the sleepers and to the ballast in such a way that the latter can start to yield, in particular when corresponding rail foundations are used in high-speed tracks.
Further, depending on the spring characteristic curves of the insulating elements used, the entire track superstructure becomes either always uniformly "hard" or uniformly "soft". The latter is particularly disadvantageous when construction work is necessary on the track superstructure or the support structure.
The problem underlying the present invention is to develop a bearing of the type described at the outset such that optimum conditions with regard to elasticity are obtained as a function of the forces introduced, i.e. such that when aligning and tamping a track, for example, the track superstructure practically forms a rigid unit, whereas during the passage of rolling stock there is an elasticity that permits effective damping.
The problem is substantially solved in accordance with the invention in that the characteristic curve of the spring system has a kink or breakpoint such that when a force is introduced into the spring system that is less than the forces acting in the operative range, the characteristic curve rises steeply, whereas the characteristic curve is flat in the operative range.
A spring system is proposed in accordance with the invention that is hard under a low load and dynamically soft in a selectable range such as the operative range. The former means that the track superstructure is a rigid unit when work such as aligning or tamping of the tracks is necessary.
When the track is traversed, in particular by high-speed trains; however, the flat, plateau-like part of the characteristic curve results in heavy damping of the vibrations, so that undesirable transmissions of vibration to the substructure are in their turn avoided.
In this way, for example, the overall characteristic curve of the spring system in accordance with the invention can be designed such that the overall spring displacement in the case of an introduced force of between 0 to 50 kN is less than
Benenowski Sebastian
Demmig Albrecht
Dietze Hans-Ulrich
Kais Alfred
Nuding Erich
BWG Butzbacher Weichenbau GmbH
Morano S. Joseph
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