Mass-spring system (railway technology)

from Wikipedia, the free encyclopedia
Completed track on a mass-spring system (underground line 3 in Nuremberg )
Construction of the mass-spring system under construction (subway line 3 in Nuremberg)

A mass-spring system is a superstructure design for railways with which the transmission of vibrations emanating from railway vehicles ( structure-borne noise ) is reduced. It is preferred for use in railway tunnels in built-up areas.

Construction

Elastic elements are placed between the superstructure structure (track and slab of solid track or gravel trough with interposed gravel ) and the tunnel structure (tunnel bottom). The elastic elements cause a partial vibration decoupling between the superstructure and the ground. Both coil springs and elastomer blocks or elastomer strips can be used as spring systems .

Mode of action

From a physical point of view, the large inertial mass of the roadway trough (gravel trough or solid roadway) in interaction with the elastic elements (spring) causes vibration isolation . This is the reason for the name mass-spring system . The exact coordination between the mass and rigidity of the roadway trough on the one hand and the spring dynamics of the elastic elements on the other hand is decisive for the effectiveness. The way this system works is therefore also referred to as inertia force compensation .

history

As far as is known, it was used for the first time at the Praterstern in Vienna (patent from Dipl.-Ing.Dr. techn. Otto Gruber, Vienna, 1957). In the course of time, different variants of such systems have been developed in order to minimize the transmission of vibrations to the environment. In vibration protection in underground traffic systems, mass-spring systems have been recognized rules of technology for light underground and suburban trains since the 1970s and for mainline railways since the 1980s . Applications on open routes have so far been the exception.

Exemplary installation locations

Germany

  • City-Tunnel Leipzig 2009 (Saxony)
  • North-South Tunnel Fernbahn Berlin 2006
  • S-Bahn tunnel Dortmund-Lütgendortmund (North Rhine-Westphalia)
  • Stadtbahn Köln (new tunnel construction 2004, but also renovation of above-ground light rail lines) (North Rhine-Westphalia)
  • S-Bahn tunnel Munich-Unterföhring (Bavaria)
  • Hasenberg tunnel connecting railway Stuttgart (Baden-Württemberg)
  • Stadtbahn Heidelberg-Kirchheim, switch storage in the center of Kirchheim (Baden-Württemberg)
  • Katzenberg Tunnel Rheintalbahn (Baden-Württemberg)
  • Kaiser Wilhelm Tunnel , new tube, in a section near Cochem (Rhineland-Palatinate)
  • Bochum-Langendreer, tram lines 302, 310, intersection area Haupt- / Ober- / Unterstraße, commissioning expected in 2017 (North Rhine-Westphalia)
  • Berlin U-Bahn line 5 closing the gap between the Brandenburg Gate and Alexanderplatz, installation 2018/2019

Austria

Switzerland

literature

  • Tobias Gerber, Anabel Hengelmann, Peter Laborenz, Thomas Rubi, Marco Trovato, Armin Ziegler: Slab track with vibration and structure-borne noise protection . Ed .: The Railway Engineer . Issue, No. 03 . DVV Media Group GmbH | Eurailpress, Hamburg March 2012, p. 27-32 .
  • Josef Eisenmann : Significance of structure-borne noise - decoupling of the superstructure of the U 8/1 in: U-Bahn for Munich. Subway line 8/1. Self-published U-Bahn-Referat Munich 1980, pages 231 to 239.

Web links

Individual evidence

  1. ↑ Tobias Gerber, Anabel Hengelmann, Peter Laborenz, Thomas Rubi, Marco Trovato, Armin Ziegler: Slab track with vibration and structure-borne noise protection . Ed .: The Railway Engineer . Issue, No. 03 . DVV Media Group GmbH | Eurailpress, Hamburg March 2012, p. 27-32 .