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WO1999001617A1 - Voie ferree avec absorption des vibrations et des sons amelioree - Google Patents

Voie ferree avec absorption des vibrations et des sons amelioree Download PDF

Info

Publication number
WO1999001617A1
WO1999001617A1 PCT/NL1998/000368 NL9800368W WO9901617A1 WO 1999001617 A1 WO1999001617 A1 WO 1999001617A1 NL 9800368 W NL9800368 W NL 9800368W WO 9901617 A1 WO9901617 A1 WO 9901617A1
Authority
WO
WIPO (PCT)
Prior art keywords
rail
layer
base body
rail track
recess
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.)
Ceased
Application number
PCT/NL1998/000368
Other languages
English (en)
Inventor
Marcel Henk André JANSSENS
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.)
Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek TNO
Original Assignee
Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek TNO
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 Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek TNO filed Critical Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek TNO
Priority to EP98931140A priority Critical patent/EP0993525A1/fr
Priority to AU81338/98A priority patent/AU8133898A/en
Publication of WO1999001617A1 publication Critical patent/WO1999001617A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels
    • 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
    • E01B2204/11—Embedded tracks, using prefab elements or injecting or pouring a curable material

Definitions

  • the present invention relates to a rail track comprising at least two parallel rails supported by a non- compressible base body.
  • the rails are connected with sleepers which lie on a base body, for instance gravel.
  • sleepers which lie on a base body, for instance gravel.
  • An alternative is to mount the rails on a concrete slab or on a steel bridge.
  • the wheels and the rails will be set into vibration.
  • the vibrations in the rails become weaker as the distance relative to the contact point between wheel and the rail becomes larger.
  • the reason that these vibrations become weaker is partly the result of dissipa- tion in the rail but is caused to a much greater extent because the energy from the rail related to the vibrations is discharged to the base body via the rail support. A part of this discharged energy will be dissipated in the rail supports themselves and a part of this energy will be dissipated in the base body.
  • a resilient element is generally arranged between the rails and the sleepers, the concrete slab or the steel bridge. This is done to reduce the exchange of forces from the rail to the base body, whereby the life- span of the rail and the base body is prolonged.
  • the railway companies for instance apply the regulation that the rails must undergo a displacement of 1.5 to 2.5 mm at an axle load of 22.5 tons.
  • the transfer of vibrations to the base body is reduced by this resilient rail support.
  • the resilient element insulates the vibrations, which results in a reduction of the vibration level of the base body and to a reduction in the sound radiation from the base body.
  • the result of a better vibration insulation is that the rail will begin to vibrate more strongly and therefore becomes a more significant source of noise.
  • the object of the present invention is to achieve a reduction in the noise production of rail tracks while still complying with the regulation of the railway compa- nies.
  • a rail track is provided wherein the base body is provided with a channel-like recess for receiving the rail such that the running surface of the head of the rail lies free, wherein the bottom of the channel-like recess is provided with a first layer of yielding material which extends under the bearing surface of the foot of the rail, and wherein the surface between the running surface and the bearing surface of the rail is covered with a second layer of yielding material.
  • the layer Since only the running surface of the head of the rail lies free, the sound-radiating surface of the rail is reduced.
  • the layer also radiates a minimum of noise because the surface making contact with the air is minimal.
  • energy is better dissipated by the layer in that this is in contact with the non-compress- ible base body.
  • a sufficiently large static settlement can be achieved by the first yielding layer, this being a requirement of the railway companies .
  • the thinner the layer the better the dissipation and thus also the better the vibration damping of the rail.
  • a thinner layer has the second advantage that a minimal volume of expensive polymer material is required to embed the rail in the base body.
  • the second layer preferably has a greater stiffness than the first layer.
  • the stiffness of both layers is preferably as high as possible so that maximum dissipation can be obtained.
  • the stiffness in vertical direction is however bounded by the regulation of the railway companies relating to the displacement under load of the rail vehicle .
  • the material of the yielding layers must therefore be chosen such that the static/quasi-static requirement can be satisfied while at the same time the greatest possible acoustic stiffness is provided.
  • the stiffness of the second layer may only be bounded by the fact that this layer must still be able to shear sufficiently to allow the vertical displacement .
  • the second layer preferably has on the one side of the rail a different stiffness than on the other side.
  • a coupling is hereby obtained between vertical and horizon- tal vibrations, which is more advantageous for the damping of formerly substantially vertical rail vibrations, so that an even better vibration damping is provided.
  • Another possibility of obtaining a coupling between vertical and horizontal vibrations is to make use of a rail with an asymmetrical cross-section.
  • first and/or second layer of yielding material in interrupted manner so as to be able to comply with the regulations of the railway companies and also to be able to obtain an improved vibration damping and sound reduction.
  • the advantage of embedding the rail with a yielding layer in a non- compressible base body is that the sound-radiating surface of the rail is hereby reduced.
  • the base body now acts as reflector for the sound which is radiated by the head of the rail.
  • the upper side of the base body can therefore be provided with a layer of sound- absorbing material.
  • fig. 1 shows a partial cross-section of a first embodiment of the rail track according to the present invention
  • fig. 2 shows a partial cross-section of a second embodiment of the rail track according to the present invention
  • fig. 3 shows a partial cross-section of a third embodiment of the rail track according to the present invention
  • fig. 4 shows a partial cross-section of a fourth embodiment of the rail track according to the present invention
  • fig. 5 shows a partial cross-section of a fifth embodiment of the rail track according to the present invention
  • fig. 6 shows a partly perspective view of the rail track according to the embodiment of fig. 1.
  • a rail 2 is supported in a non-compressible base body 1, for instance of concrete.
  • a channel-like recess 3 is provided in base body 1.
  • Rail 2 has a head 4 having on the top part thereof a running surface 5 for a wheel 6 of a rail vehicle (see fig. 1 and 5) .
  • a first layer of yielding material 9 is provided between the foot 7 of rail 2 and the bottom 8 of channel-like recess 3.
  • the surface between running surface 5 and the foot 7 of the rail is covered with a second layer of yielding material 10.
  • the top side of base body 1 is provided with a layer of sound-absorbing material 11.
  • the first embodiment of fig. 1 shows a rectangular -rail 2 with a curved running surface 5 on which wheel 6 of a rail vehicle supports.
  • running surface 5 the periphery of rail 2 is covered with a thin later of yielding material 9, 10, wherein the second layer on the inside and outside of the rail has a greater stiffness than the first layer on the underside of rail 2.
  • the stiffness of the first layer is bounded by railway company regulations relating to the displacement under load of the rail vehicle, for instance 1.5 to 2.5 mm at an axle load of 22.5 ton.
  • the stiffness of the second layer 10 is only bounded by the fact that the material must still be able to shear sufficiently to allow vertical displacement.
  • the material of the first yielding layer 9 and the second yielding layer 10 is chosen such that the highest possible acoustic stiffness is obtained in both horizontal and vertical directions.
  • the open surface of the layer on the top side of the base body is minimal, whereby the layer radiates a minimum of noise.
  • the layer dissipates vibrations better owing to the chosen material properties thereof, because the layer is coupled to a high-impedance base body and because the rail is completely enclosed, whereby horizontal vibrations are effectively damped.
  • Fig. 2 shows a second embodiment of the present invention, wherein a rail 2 known from the prior art is received in a rectangular channel-like recess 3.
  • a filler body 12 of non-compressible material This can be the same material as that of base body 1 but has in any case a greater stiffness than second layer 10.
  • one of both or both layers can take an interrupted form. In the embodiment of fig. 2 this is the case for first layer 9.
  • a third embodiment of the present invention in fig. 3 use is made of another rail 2 which is more flexible, i.e. has a lower moment of inertia, than the rail 2 of fig. 2 known from the prior art. Because a more flexible rail 2 is used, the first and second layer 9, 10 -and base body 1 can be given a stiffer form, which re- suits in an even better vibration damping.
  • the fourth embodiment of the present invention of fig. 4 shows, as does the third embodiment, a rail 2 with an asymmetrical form. Owing to the asymmetrical form of rail 2 a coupling is obtained between the vertical and horizontal vibrations, which is once again more favourable for the damping of vibrations .
  • the advantage of the rail 2 used in the fourth embodiment is that it has a releasing form.
  • the fifth embodiment of fig. 5 shows a rail known from the prior art wherein the web recess of the rail is filled with extra mass 13.
  • the rail is formed by the I-profile and the mass.
  • the rail is again covered with a layer of yielding material 9,10 and supported in a channel-like recess 3, wherein the space between second layer 10 and channel-like recess 3 is filled with a filler body 12.
  • Fig. 6 shows a partly perspective view of the rail track according to the present invention in accordance with the first embodiment of fig. 1.
  • the stiffness of the layers of yielding material can vary along the periphery of the rail if this is required in order to comply with railway company regulations and also to obtain an improved vibration damping and noise reduction. It is also possible to line the bottom of the channel-like recess with one or other material before arranging the rail with its covering. This may for instance be necessary from a structural point of view or be required by the railway companies . In this case the bottom of the channel-like recess is formed by the top side of this lining.
  • a rail track according to the present invention is expected to achieve a noise reduction in the order of 5 decibels (A) on the rail noise relative to a normal rail track.

Landscapes

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

Abstract

L'invention concerne une voie ferrée constituée d'au moins deux rails parallèles (2), reposant sur un support non compressible (1). Ce support présente des rainures de type canal destinées à recevoir un rail, de sorte que la surface de roulement du champignon du rail reste libre, le fond de ces rainures de type canal présentant une première couche (9) de matériau élastique, qui s'étend sous la surface d'appui du patin de rail. La surface située entre ladite surface de roulement et ladite surface d'appui du rail est recouverte d'une seconde couche (10) de matériau élastique, de sorte que l'on peut obtenir un amortissement des vibrations et une atténuation du niveau sonore améliorés.
PCT/NL1998/000368 1997-07-04 1998-06-25 Voie ferree avec absorption des vibrations et des sons amelioree Ceased WO1999001617A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP98931140A EP0993525A1 (fr) 1997-07-04 1998-06-25 Voie ferree avec absorption des vibrations et des sons amelioree
AU81338/98A AU8133898A (en) 1997-07-04 1998-06-25 Rail track having enhanced absorption of vibration and sound

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL1006483A NL1006483C2 (nl) 1997-07-04 1997-07-04 Spoorbaan met verbeterde trillingsdemping en geluidsreductie.
NL1006483 1997-07-04

Publications (1)

Publication Number Publication Date
WO1999001617A1 true WO1999001617A1 (fr) 1999-01-14

Family

ID=19765280

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NL1998/000368 Ceased WO1999001617A1 (fr) 1997-07-04 1998-06-25 Voie ferree avec absorption des vibrations et des sons amelioree

Country Status (5)

Country Link
US (1) US20010052550A1 (fr)
EP (1) EP0993525A1 (fr)
AU (1) AU8133898A (fr)
NL (1) NL1006483C2 (fr)
WO (1) WO1999001617A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001053606A1 (fr) * 2000-01-17 2001-07-26 Sedra Asphalt Technik Biebrich Gmbh Element de remplissage de cavite muni d'un revetement
WO2003018912A1 (fr) * 2001-08-23 2003-03-06 Hyperlast Limited Procede pour produire des ensembles de support de rail
WO2003012203A3 (fr) * 2001-08-02 2003-05-01 Balfour Beatty Plc Ensemble rail
WO2008031850A1 (fr) * 2006-09-13 2008-03-20 Max Bögl Bauunternehmung GmbH & Co. KG Voie de circulation et procédé de réalisation d'une voie de circulation
WO2008065560A3 (fr) * 2006-06-13 2008-10-30 Composite Damping Material Nv Voie ferrée permettant l'absorption du bruit généré par des véhicules ferroviaires
WO2012016254A1 (fr) * 2010-08-04 2012-02-09 Getzner Werkstoffe Holding Gmbh Ensemble rails pour le trafic ferroviaire
GB2588968A (en) * 2019-11-18 2021-05-19 Brecknell Willis & Co Ltd A conductor rail

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6632064B1 (en) * 2001-06-29 2003-10-14 American Container And Recycling, Incorporated Method and apparatus to mitigate noise during unloading of refuse containers
WO2004031501A1 (fr) 2002-10-01 2004-04-15 Dodge-Regupol, Incorporated Tapis attenuateur de bruits et de vibrations
BE1016434A5 (fr) * 2003-04-11 2006-11-07 Vanhonacker Patrick Systeme de rail enrobe.
US7484669B2 (en) * 2005-04-05 2009-02-03 Metroshield Llc Insulated rail for electric transit systems and method of making same
US20060244187A1 (en) 2005-05-02 2006-11-02 Downey Paul C Vibration damper
US20180202150A1 (en) 2015-06-25 2018-07-19 Pliteq Inc. Impact damping mat, equipment accessory and flooring system
US9914011B2 (en) 2015-06-25 2018-03-13 Pliteq Inc. Impact damping mat, equipment accessory and flooring system

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE916830C (de) * 1952-01-27 1954-08-19 Dortmunder Union Brueckenbau A Lagerung bzw. Einbettung von Gegenstaenden, insbesondere langgestreckten, wie Schienen od. dgl., in Fugen von Bauwerkskoerpern
US4775103A (en) * 1985-11-13 1988-10-04 Hermann Ortwein Elastically mounted rails for vehicle tracks
WO1991010778A1 (fr) * 1990-01-10 1991-07-25 British Steel Plc Ameliorations concernant les voies de tram
DE4415892C1 (de) * 1994-05-05 1995-08-17 Heitkamp Gmbh Bau Befestigungsvorrichtung einer Schiene für Schienenfahrzeuge
US5513797A (en) * 1989-08-26 1996-05-07 Lesley; Lewis Installation of rail tracks in roadways
EP0771908A1 (fr) * 1995-10-31 1997-05-07 Stichting Geluidarme Spoorbruggen Construction de rail, plus particulièrement pour ponts et viaducs

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE916830C (de) * 1952-01-27 1954-08-19 Dortmunder Union Brueckenbau A Lagerung bzw. Einbettung von Gegenstaenden, insbesondere langgestreckten, wie Schienen od. dgl., in Fugen von Bauwerkskoerpern
US4775103A (en) * 1985-11-13 1988-10-04 Hermann Ortwein Elastically mounted rails for vehicle tracks
US5513797A (en) * 1989-08-26 1996-05-07 Lesley; Lewis Installation of rail tracks in roadways
WO1991010778A1 (fr) * 1990-01-10 1991-07-25 British Steel Plc Ameliorations concernant les voies de tram
DE4415892C1 (de) * 1994-05-05 1995-08-17 Heitkamp Gmbh Bau Befestigungsvorrichtung einer Schiene für Schienenfahrzeuge
EP0771908A1 (fr) * 1995-10-31 1997-05-07 Stichting Geluidarme Spoorbruggen Construction de rail, plus particulièrement pour ponts et viaducs

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001053606A1 (fr) * 2000-01-17 2001-07-26 Sedra Asphalt Technik Biebrich Gmbh Element de remplissage de cavite muni d'un revetement
WO2003012203A3 (fr) * 2001-08-02 2003-05-01 Balfour Beatty Plc Ensemble rail
WO2003018912A1 (fr) * 2001-08-23 2003-03-06 Hyperlast Limited Procede pour produire des ensembles de support de rail
GB2393750A (en) * 2001-08-23 2004-04-07 Hyperlast Ltd Method of making rail support assemblies
WO2008065560A3 (fr) * 2006-06-13 2008-10-30 Composite Damping Material Nv Voie ferrée permettant l'absorption du bruit généré par des véhicules ferroviaires
WO2008031850A1 (fr) * 2006-09-13 2008-03-20 Max Bögl Bauunternehmung GmbH & Co. KG Voie de circulation et procédé de réalisation d'une voie de circulation
WO2012016254A1 (fr) * 2010-08-04 2012-02-09 Getzner Werkstoffe Holding Gmbh Ensemble rails pour le trafic ferroviaire
GB2588968A (en) * 2019-11-18 2021-05-19 Brecknell Willis & Co Ltd A conductor rail
GB2588968B (en) * 2019-11-18 2022-06-15 Brecknell Willis & Co Ltd A conductor rail

Also Published As

Publication number Publication date
US20010052550A1 (en) 2001-12-20
AU8133898A (en) 1999-01-25
NL1006483C2 (nl) 1999-01-05
EP0993525A1 (fr) 2000-04-19

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