EP2990529B1 - Intermediate layer - Google Patents
Intermediate layer Download PDFInfo
- Publication number
- EP2990529B1 EP2990529B1 EP15181656.8A EP15181656A EP2990529B1 EP 2990529 B1 EP2990529 B1 EP 2990529B1 EP 15181656 A EP15181656 A EP 15181656A EP 2990529 B1 EP2990529 B1 EP 2990529B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- intermediate layer
- rail
- arrangement surface
- arrangement
- support
- 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.)
- Not-in-force
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- 241001669679 Eleotris Species 0.000 claims description 28
- 239000000463 material Substances 0.000 claims description 9
- 239000010410 layer Substances 0.000 description 99
- 230000008901 benefit Effects 0.000 description 7
- 230000007704 transition Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 229920002943 EPDM rubber Polymers 0.000 description 1
- 230000001154 acute effect Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- 238000000576 coating method Methods 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 239000006260 foam Substances 0.000 description 1
- 239000011229 interlayer Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000008719 thickening Effects 0.000 description 1
Images
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B9/00—Fastening rails on sleepers, or the like
- E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
- E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape
Definitions
- the present invention relates to an intermediate layer, for arrangement between rails and sleepers, as well as a track assembly for track construction.
- the rails and the sleepers which are usually made of concrete, intermediate layers or rail intermediate layers made of plastic to arrange.
- Such rail pads serve as an elastically damping element for decoupling, for example, vibrations between rail and threshold. It is understood that this extremely high loads on the rail pads act. Especially in the area of arches (the rails or tracks), very high lateral forces occur. This results in a tilting of the rail outwards, which leads to a very high local compression of the outer edges of the intermediate layer. Due to the high loads, the liner wears very fast. This involves high maintenance costs (checks, replacement, damage to the sleeper bearing, etc.).
- the EP 1 662 046 A1 refers to a support for a mounted on a base, such as threshold, at least one bracket, such as tension clamp, mounted rail, which is supported with its foot on an elastic intermediate layer, the rail is at least in your outer rail foot edge area harder than in the middle Area.
- the GB 2 152 119 A relates to a rail pad, which is tapered in or at its edge regions.
- an intermediate layer to be arranged between rails and railway sleepers comprises an upper side and a lower side, the upper side having an upper arrangement surface, and the lower side having a lower arrangement surface, the upper arrangement surface defining an upper base plane for arrangement on a rail, and wherein the lower locating surface defines a lower base plane for placement at a railway sleeper, and wherein the upper and / or lower surfaces comprise at least one support section configured to define at least one additional plane substantially inclined to the upper base plane and / or is formed to the lower base level.
- the at least one support section is raised or offset relative to the lower or the upper arrangement surface.
- the support section ultimately also comprises or provides an arrangement surface (cf., the support surface), however, depending on the load of the intermediate layer, more or less increased in relation to the lower / upper arrangement surface.
- arrangement surface cf., the support surface
- the fact that the upper side or the lower side has a support section is to be understood in particular as meaning that the support section (or the support sections) extends away from the respective arrangement surface, that is to say they merge without a gap or the like being formed therebetween. It can thus be achieved that the support section does not unduly deform excessively in lateral forces but retains its shape.
- this achieves an extremely uniform load distribution on the intermediate layer, which is arranged between the rail and the railway sleeper.
- the term arrangement surface is not to be understood that the rail or the railway sleeper must rest here over the entire area.
- the arrangement surfaces define base planes or, in combination with the support section (s), additional planes which describe the position of the intermediate layer relative to the rail or to the railway sleeper.
- the at least one support section is expediently increased in relation to the respective arrangement surfaces.
- additional levels it should be mentioned that these are not predominantly formed by material compression, deformation or displacement of a portion of the liner (as may be known in the art), but by the geometry and location of the support portion. An excessive (local) deformation of the intermediate layer can therefore just be avoided, which benefits the durability.
- a clear trend towards increasing the service life can be discerned in order to be able to reduce the exchange and maintenance costs in the area of the superstructure.
- intermediate layers include, inter alia, the intermediate layers or rail interlayers (hereinafter, for the sake of simplicity, only the term “intermediate layer” is used).
- Replacement of liners is labor intensive and thus expensive. The aim is therefore to extend the service life of the intermediate layer (s) so that they can be changed at the same time when the rail (s) are replaced.
- an intermediate layer as described above. A thickness of the intermediate layer is measured between the top and the bottom. Since the intermediate layer has the at least one support section, which is raised or raised relative to the upper / lower arrangement surface, ie, which extends at least partially away from it, the thickness of the intermediate layer is not constant.
- the thickness of the intermediate layer is or is so varied in order to ensure a uniform load on the intermediate layer with one-sided rail load can.
- this is usually by volume contraction (foams of EPDM or PUR) or by appropriate choice of geometry / material combination (knobs, grooves, recesses, etc.).
- the intermediate layers are substantially flat or flat throughout, which means that the upper side and the lower side or their arrangement surfaces are aligned essentially parallel to one another and the thickness of the intermediate layer, in particular in the region between rail and railway sleeper, is constant.
- the upper base plane and the lower base plane which are defined by the respective arrangement surfaces, oriented substantially parallel to each other, which basically corresponds to the configuration known from the prior art.
- the big advantage is that the additional layer (or also several) inclined to the upper base level and / or to the lower base level can be formed.
- this makes possible an extremely uniform load distribution from the rail to the intermediate layer. If the intermediate layer is loaded evenly from above by the rail, as may be the case on a straight piece of track, the upper base plane and the lower base plane are oriented substantially parallel to a track plane.
- the upper base plane is aligned parallel to the rail foot, while the lower base plane is aligned parallel to the railway sleeper.
- the additional plane is oriented essentially parallel to the upper and lower base plane.
- a cornering force is applied to the rail during cornering, this usually results in it tilting laterally such that the upper base plane is no longer oriented parallel to the rail foot.
- the intermediate layer now has the at least one additional plane which, as it were, adapts to a position of the rail or of a rail foot.
- the additional level also adapts to the railway sleeper. This is ultimately made possible by the fact that at least one support section is formed on the upper arrangement surface and / or on the lower arrangement surface.
- the support section is characterized in that it extends away from the upper arrangement surface or from the lower arrangement surface or away from or is raised or raised relative to this.
- the fact that the respective base planes are defined via the upper or lower arrangement surfaces does not mean that the at least one support section can not also be part of the respective base plane, so to speak, it can define "with".
- the characteristics of the intermediate layer are described in the unloaded state, in other words in a non-installed state. It follows that, given a corresponding load (for example, perpendicular to a track plane or perpendicular to the intermediate layer), the support section can be pressed down until or at least almost to a height of the respective arrangement surfaces, even if this is actually increased relative to the respective arrangement surfaces ,
- the support section has at least one support surface, at least one support line and / or at least one support point.
- the support surface is executed in a preferred embodiment parallel to the upper or lower arrangement surface or at least partially parallel. It may also be oblique or wavy or serrated transverse to a length of the intermediate layer which extends along a track direction. The same applies along the track direction.
- the support section does not have to have the same height throughout.
- a surface of the support section, which ultimately forms the support surface (s), the support line (s) or also the support point (s) may be both rough, corrugated, etc., and smooth.
- a radius is formed between the respective arrangement surface and the corresponding support section or its side wall, which is expediently greater than 0.2 mm, preferably greater than 0.5 or even 1 mm.
- a kind of transition z. B. in the form of a slope, a sloping surface or a ramp, wherein a (acute) angle of the ramp relative to the respective arrangement surface is in a range of about 10 to 80 °, preferably in a range of about 20 to 60 °.
- the angle as well as the transition cause a gentle application of force, even if act on the support portion lateral forces that inevitably occur at inclined additional levels.
- the at least one additional plane is expediently defined by the upper arrangement surface or the lower arrangement surface and the at least one support section.
- the at least one additional plane is thus formed by the upper arrangement surface and the at least one support section or by the lower arrangement surface and the at least one support section.
- the at least one additional level with the support portion may have a surface and / or a line and / or a point contact.
- the Support surface may be formed both substantially parallel and inclined to the respective arrangement surfaces. The transition may be stepped or stepless.
- the rail which is arranged on the intermediate layer will in most cases always be supported on both the upper arrangement surface and on the support section. With uniform loading of the intermediate layer (from above), this results in that the support section defines no additional plane, which is formed substantially inclined to the upper base plane and / or to the lower base plane. Ultimately, this is dependent on a loading state of the intermediate layer, which will be described in more detail in connection with the rail assembly. Of course, the same applies equally to the lower arrangement surface or to the case in which there is a support section on the lower arrangement surface. It should be noted here that a support surface, which extends substantially parallel to the respective arrangement surface, forms a surface contact with the additional plane when loaded perpendicularly to the track plane (or perpendicular to the intermediate layer).
- the contact with the support section may also change, so that the original surface contact becomes a line contact or, depending on the direction of loading, also a point contact.
- the position and shape of the contact of the additional level (s) with the respective arrangement surfaces change.
- the additional plane can also be oriented with a uniform load distribution from above parallel to the upper and lower base plane. This also means that, for example, the rail rests more or less uniformly on the support section and the upper arrangement surface (or possibly the lower arrangement surface and the support section on the railway sleeper), depending on how high the raised support section is increased relative to the respective arrangement surface.
- an additional plane can be formed in the event of a lateral force occurring due to the raised support section, which plane is oriented inclined relative to the respective base plane.
- the force is then introduced by the rail substantially perpendicular to the additional plane and thus extremely evenly on the intermediate layer.
- the at least one support surface is spaced approximately 0.3 to 8 mm from the upper and lower assembly surfaces, respectively. In a particularly preferred embodiment, the distance is also a height of about 0.5 to 3 mm.
- the at least one support section extends substantially along a length of the intermediate layer. It should be noted that the length of the intermediate layer extends along a track direction.
- a cross section of the support portion is square across the length of the intermediate layer, in particular triangular or quadrangular, or even substantially half-round.
- a triangular in cross-section support portion forms a line contact with the additional plane, especially when loading the liner exactly from above, ie perpendicular to the intermediate layer. However, as soon as a side force acts, the line contact can transform into a surface contact.
- a cross-sectionally triangular support section comprises z. B. two support surfaces, which are interconnected via a support line.
- a quadrangular cross section is preferably a substantially square, trapezoidal, parallelogram or rectangular cross section. The transition of such a support section or such a support surface to the arrangement surface may or may not be seamless.
- a cross-sectionally quadrangular cross-section essentially comprises three support surfaces, wherein it depends on the shape of the quadrilateral to what extent the lateral surfaces can act as support surfaces.
- the above-mentioned cross-sections when loaded from above with the additional plane (that is to say perpendicular to the intermediate layer), form a surface contact, which, however, can then approach a line contact in the event of lateral loading.
- the at least one support section is arranged substantially centrally on the intermediate layer with respect to a width of the intermediate layer.
- the width is correspondingly substantially along a railway sleeper and therefore oriented substantially perpendicular to the track direction.
- the central arrangement allows a uniform application of force from both sides or Directions transverse to the track direction.
- the at least one support section can also be oriented off-center, that is to say rather towards the edges of the intermediate layer. A variable adaptation to different types of curves as well as load cases is possible.
- the intermediate layer comprises a plurality of support sections, wherein the support sections may extend both along the width and along the length of the intermediate layer. It is thus also possible to form "rows" (or at least one row) of support sections, which preferably extend along the length of the intermediate layer.
- the at least one support section in particular its support surface, occupies approximately an area of 10 to 90% of the upper arrangement surface or the lower arrangement surface, more preferably approximately 30 to 70%. If several support sections are present, the aforementioned area information refers to all support sections (on each side of the intermediate layer).
- a support portion of the top and a support portion of the bottom are arranged substantially opposite one another. If the two support sections extend along the length and thus along the track direction, this results in an intermediate layer, which is extremely mobile around the track direction and can ideally adapt to both the rail and the railway sleeper.
- Preferably arranged in rows support portions are arranged substantially opposite one another.
- the top and / or the bottom include a plurality of protrusions, wherein at least some of the protrusions form the top array surface or the bottom array surface.
- the projections may be formed as knobs, extensions, pins, balls, pins, etc., and ultimately the respective end portion of the projection forms the upper / lower arrangement surface.
- the plurality of projections at least partially forms the at least one support portion. This means that ultimately some of the projections are higher than the remaining projections, whereby the at least one support portion or a plurality of support portions can be formed in a simple manner. Only if some of the projections are higher than others, the at least one support portion can be formed, since only one or more additional levels can be defined. Includes a liner so only z. B. projections or knobs of the same height, so that no additional level can be defined. Likewise, a single projection can also form a support section. However, a projection can only partially or partially "outstrip" the others in height.
- a height of a protrusion (s) defining or defining the placement surface (s) is preferably in a range of about 0.5 to 8 mm, more preferably in a range of about 1 to 3 mm.
- the upper arrangement surface which is oriented towards the rail, formed substantially flat.
- the lower arrangement surface is formed in a particularly preferred embodiment by eight substantially round, in particular circular, projections. Each four projections extend along the length of the intermediate layer, so that ultimately an intermediate layer is formed with two rows of four projections on the underside. The projections at least partially form on their surface the support sections, which accordingly extend in two rows along the length of the intermediate layer.
- the at least one support portion is formed of a different material than the intermediate layer.
- the support portion may be formed such that it has a lower friction than the respective arrangement surfaces, which allows easy movement of the rail or on the railway sleeper.
- the support portion may be formed by a particularly wear-resistant, hard or non-slip material.
- the at least one support portion can be formed by a coating which can provide the aforementioned properties.
- the at least one support portion may also be formed of the same material as the intermediate layer.
- the support section can also be compressed under load, for example also approximately at or almost up to the level of the respective arrangement surfaces.
- the support section can define the additional plane, since the support section can then again extend away from the respective arrangement surfaces or the raised area can rise again.
- the at least one support portion is also designed to be interchangeable. This can further increase the life of the intermediate layer, since under certain circumstances only the at least one support section has to be replaced during maintenance work. Likewise, support sections of different hardness can be used. Thus, the load-oriented design of the intermediate layer can be further optimized.
- the support portion may be formed of a, preferably different from the material of the intermediate layer, second elastic material.
- the intermediate layer comprises at least one holding portion which extends away from the underside and along the width of the Liner extends.
- two holding portions are provided at the respective edges of the intermediate layer. This can prevent slippage or displacement of the intermediate layer on the web clip, in particular in the track direction.
- a rail track assembly comprises a rail disposed on a railroad tie, wherein an intermediate layer is disposed between the railroad rail and the rail, the upper surface having an upper array surface, and the lower surface having a lower array surface, the upper array surface being an upper base plane defined for placement on the rail, and wherein the lower mounting surface defines a lower base plane for placement at the railway sleeper, the upper and / or lower surfaces having at least one support portion configured to define at least one additional plane, and wherein the rail assembly comprises a first Loading state, in which the intermediate layer is disposed above the upper base level and the lower base level between the railway sleeper and the rail, and wherein the rail assembly has a second load state in which the intermediate layer via one of the Bas Isebenen and the at least one additional plane between the railway sleeper and the rail is arranged, wherein the additional plane is formed substantially inclined to the upper base plane and / or to the lower base plane.
- the upper base plane and the rail, or the underside of the rail foot, and on the other hand the lower base plane and the railway sleeper, or the upper side of the railway sleeper, are aligned parallel to one another. If the upper side has the at least one support section, in the second load state the additional plane is oriented essentially parallel to the rail or to an underside of the rail foot. If the underside has the at least one support section, in the second load state the additional plane of the underside is oriented essentially parallel to the railway sleeper. In both cases, an extremely load-oriented design of the intermediate layer is realized, which leads to a high wear resistance. It is understood that both at the top and at the bottom of a support portion may be formed.
- Fig. 1 shows a schematic diagram of a preferred embodiment of an intermediate layer 10, which extends along a track direction R.
- the intermediate layer 10 has an upper side 20 and a lower side 40, wherein the upper side 20 is designed for placement on a rail 1, in particular on a rail foot and the underside 40 for arrangement on a railway sleeper 2.
- the top 20 has an upper array surface 21 defining an upper base plane B20.
- the underside 40 has a lower locating surface 41 which defines a lower base plane B40.
- the underside 40 further comprises a support portion 60, which comprises a support surface 61 which, although substantially parallel to, but opposite to the lower arrangement surface 41 is raised or spaced.
- the support section 60 is arranged substantially centrally on the intermediate layer 10 and designed to define at least two additional planes Z, which in FIG. 1 are shown in dashed lines.
- the additional planes Z are inclined to the upper base plane B20 and to the lower base plane B40 and thus also to a track plane G, which extends substantially parallel to the track as a whole.
- Fig. 2a shows a preferred embodiment of an intermediate layer 10, which is arranged between a rail 1 and a railway sleepers 2.
- the intermediate layer 10 has on a top side 20 a support section 60, which is designed to define at least one additional plane Z.
- the additional plane Z shown is oriented inclined to an upper base plane B20 or to a lower base plane B40 and to a track plane G.
- the rail 1 is loaded laterally such that a left area, in particular a left edge area of the intermediate layer 10 would be subjected to an increased load, if the intermediate layer 10 would not have the support portion 60.
- the presence of the support portion 60 allows the additional plane Z to be oriented substantially parallel to a lower side of the rail 1 or of the rail foot, thereby enabling a very uniform introduction of force of the rail 1 into the intermediate layer 10.
- An underside 20 and a lower arrangement surface 21 are substantially planar in the embodiment shown here and lie on the railway sleeper 2. It understands itself, that this is only a schematic sketch. It can be clearly seen that between the support portion 60 and the underside of the rail 1, a contact is formed, which changes depending on the load. In the present case, the contact can still be described as flat, but is already approaching a line contact. If the intermediate layer 10 were loaded vertically from above, there would clearly be surface contact. The same applies to the contact of the additional level Z with the arrangement surfaces. Again, its position and shape changes depending on the load.
- Fig. 2b shows a schematic diagram of another preferred embodiment of an intermediate layer 10, which has a support portion 60 on its underside 40 in addition to a lower arrangement surface 41.
- This is designed, together with the lower arrangement surface 41, to form an additional plane Z, which is oriented substantially parallel to the railway sleeper 2 or to the track plane G, respectively.
- the additional plane Z is inclined to an upper base plane B20 or to a lower base plane B40 and thus enables a load-optimized design and force introduction when a lateral force acts on the rail 1.
- Fig. 3 shows a preferred embodiment of an intermediate layer 10 in a perspective view.
- a bottom 40 is shown, which has a total of eight protrusions 62, wherein the protrusions 62 are arranged in two rows, which extend along a track direction R.
- the projections 62 form a lower arrangement surface 41.
- the projections 62 are at least partially increased in such a way that they form support sections 60 which are arranged in two rows.
- the support portions 60 include support surfaces 61 which are formed substantially parallel to the respective arrangement surfaces.
- the intermediate layer 10 has a length l, which extends along the track direction R, and a width b, which is oriented substantially perpendicular to the length l. Along the width b can be found on both edges of the intermediate layer 10 holding sections 44, which can prevent a displacement of the intermediate layer 10 on a railway sleeper (not shown here) along the track direction R.
- Fig. 4 shows a further preferred embodiment of an intermediate layer 10 in a view from below. Shown is in particular a bottom 40, which has a plurality of projections 62.
- the projections 62 form a lower locating surface 41, but are at least partially increased such that they form support portions 60 with corresponding support surfaces 61 which extend along a track direction R and thus along a length l of the intermediate layer 10.
- Fig. 5a shows a further embodiment of an intermediate layer 10 as seen along a track direction R.
- the intermediate layer 10 has an upper side 20 and a lower side 40, wherein the upper side 20 is designed for arrangement or for the arrangement of a rail, and wherein the underside is designed for arrangement on a railway sleeper.
- Both the upper side 20 and the lower side 40 have a plurality of protrusions 62, which form an upper arrangement surface 21 and a lower arrangement surface 41, respectively.
- the upper side 20 additionally comprises a multiplicity of support sections 60, which have support surfaces 60.
- the support portions 60 may be formed of the same or a different material than the rest of the intermediate layer 10. In the embodiment shown here, the support portions 60 have a substantially rectangular cross-section transverse to the track direction R and thus to a length of the intermediate layer 10. The transition from the support surfaces 61 to the corresponding arrangement surfaces is stepped.
- the Fig. 5b essentially refers to the in FIG. 5a shown configuration of the intermediate layer 10, wherein support portions 60 are arranged differently here. Since the basic configuration is known, a detailed description is omitted to avoid repetition.
- Fig. 6a shows a further embodiment of an intermediate layer 10 in a section transverse to a track direction R, which at an upper side 20 an upper Arrangement surface 21 and a support portion 60 has.
- a support surface 61 of the support portion 60 and the upper arrangement surface 21 are connected to each other via inclined surfaces or ramps or ramps, so they merge into each other substantially continuously.
- An angle between the ramp and the upper arrangement surface 21 is about 45 °.
- the Fig. 6b essentially refers to the in FIG. 6a shown configuration of the intermediate layer 10, wherein only one arrangement of the support portions 60 is formed differently. A more detailed description is therefore omitted in order to avoid repetition.
- the transition between the support portions 60 and the respective arrangement surfaces 21, 41 a (not visible in this illustration) radius is formed.
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Description
Die vorliegende Erfindung betrifft eine Zwischenlage, zur Anordnung zwischen Schienen und Schwellen, sowie eine Schienenanordnung für den Gleisbau. Es ist gängige Praxis, zwischen den Schienen und den Bahnschwellen, welche meist aus Beton gefertigt sind, Zwischenlagen beziehungsweise Schienenzwischenlagen aus Kunststoff anzuordnen. Derartige Schienenzwischenlagen dienen als elastisch dämpfendes Element zur Entkopplung von zum Beispiel Vibrationen zwischen Schiene und Schwelle. Es versteht sich, dass hierbei äußerst hohe Belastungen auf die Schienenzwischenlagen wirken. Vor allem im Bereich von Bögen (der Schienen beziehungsweise Gleise) kommt es zu sehr hohen Seitenkräften. Daraus resultiert ein Kippen der Schiene nach außen, welches zu einer sehr hohen lokalen Verpressung der äußeren Ränder der Zwischenlage führt. Durch die hohen Belastungen verschleißt die Zwischenlage sehr schnell. Damit sind hohe Instandhaltungskosten verbunden (Kontrollen, Austausch, Beschädigung der Schwellenauflager etc.).
Die
The
Die
Es ist daher Aufgabe der vorliegenden Erfindung, eine Zwischenlage, insbesondere eine Schienenzwischenlage, sowie eine Schienenanordnung für den Gleisbau anzugeben, welche eine deutlich erhöhte Lebensdauer gegenüber den aus dem Stand der Technik bekannten Lösungen aufweisen.It is therefore an object of the present invention to provide an intermediate layer, in particular a rail intermediate layer, and a rail arrangement for the track construction, which have a significantly increased service life compared to the solutions known from the prior art.
Diese Aufgabe wird durch eine Zwischenlage gemäß Anspruch 1 sowie durch eine Schienenanordnung gemäß Anspruch 12 gelöst. Weitere Vorteile und Merkmale ergeben sich aus den Unteransprüchen sowie der Beschreibung und den beigefügten Figuren.This object is achieved by an intermediate layer according to
Erfindungsgemäß umfasst eine zwischen Schienen und Bahnschwellen anzuordnende Zwischenlage, also Schienenzwischenlage, eine Oberseite und eine Unterseite, wobei die Oberseite eine obere Anordnungsfläche aufweist, und wobei die Unterseite eine untere Anordnungsfläche aufweist, wobei die obere Anordnungsfläche eine obere Basisebene zur Anordnung an einer Schiene definiert, und wobei die untere Anordnungsfläche eine untere Basisebene zur Anordnung an einer Bahnschwelle definiert, und wobei die Oberseite und/oder die Unterseite zumindest einen Stützabschnitt aufweisen, welcher ausgelegt ist, zumindest eine Zusatzebene zu definieren, welche im Wesentlichen geneigt zu der oberen Basisebene und/oder zu der unteren Basisebene ausgebildet ist. Zweckmäßigerweise ist der zumindest eine Stützabschnitt gegenüber der unteren bzw. der oberen Anordnungsfläche erhöht bzw. versetzt ausgebildet. Der Stützabschnitt umfasst letztlich auch eine Anordnungsfläche bzw. stellt diese bereit (vgl. die Stützfläche), allerdings, je nach Belastung der Zwischenlage, mehr oder weniger erhöht gegenüber der unteren/oberen Anordnungsfläche. Dass die Oberseite bzw. die Unterseite einen Stützabschnitt aufweist ist dabei insbesondere dahingehend zu verstehen, dass sich der Stützabschnitt (oder die Stützabschnitte) von der jeweiligen Anordnungsfläche weg erstreckt, diese also ineinander übergehen ohne das ein Spalt oder dergleichen dazwischen gebildet wird. Damit kann erreicht werden, dass sich der Stützabschnitt bei Seitenkräften nicht in unzulässiger Weise übermäßig verformt sondern seine Form beibehält. Vorteilhafterweise wird dadurch eine äußerst gleichmäßige Lastverteilung auf die Zwischenlage, welche zwischen der Schiene und der Bahnschwelle angeordnet ist, erreicht. Dabei ist der Begriff Anordnungsfläche nicht dahingehend zu verstehen, dass die Schiene oder die Bahnschwelle hier vollflächig anliegen müssen. Die Anordnungsflächen definieren Basisebenen bzw. in Kombination mit dem oder den Stützabschnitten (geneigte) Zusatzebenen, über welche die Lage der Zwischenlage relativ zur Schiene bzw. zur Bahnschwelle beschrieben wird. Hierzu ist der zumindest eine Stützabschnitt gegenüber den jeweiligen Anordnungsflächen zweckmäßigerweise erhöht ausgebildet. Hinsichtlich der Zusatzebenen sei erwähnt, dass diese nicht vorwiegend durch eine Materialkomprimierung, -Verformung oder -Verlagerung eines Bereichs der Zwischenlage gebildet werden (wie ggf. im Stand der Technik bekannt), sondern durch die Geometrie und Lage des Stützabschnitts. Eine übermäßige (lokale) Verformung der Zwischenlage kann also gerade vermieden werden, was der Haltbarkeit zugutekommt. Im Bereich von Befestigungssystemen für Eisenbahnoberbauten ist ein klarer Trend zur Lebensdauererhöhung erkennbar, um die Austausch- und Wartungskosten im Bereich des Oberbaus reduzieren zu können. Hierzu gehören unter anderem die Zwischenlagen beziehungsweise Schienenzwischenlagen (nachfolgend wird der Einfachheit halber ausschließlich der Begriff Zwischenlage verwendet). Ein Austausch von Zwischenlagen ist arbeitsintensiv und somit teuer. Ziel ist es daher, die Standzeiten der Zwischenlage(n) so zu verlängern, dass sie gleichzeitig beim Tausch der Schiene(n) gewechselt werden können. Vorteilhafterweise ist dies mit einer wie oben beschriebenen Zwischenlage möglich. Eine Dicke der Zwischenlage bemisst sich zwischen der Oberseite und der Unterseite. Da die Zwischenlage den zumindest einen Stützabschnitt aufweist, welcher gegenüber der oberen/unteren Anordnungsfläche erhöht bzw. erhaben ist, sich also von diesen zumindest teilweise weg erstreckt, ist die Dicke der Zwischenlage nicht konstant. Die Dicke der Zwischenlage wird bzw. ist also variiert, um eine gleichmäßige Belastung der Zwischenlage bei einseitiger Schienenbelastung gewährleisten zu können. Bei Zwischenlagen, die aus dem Stand der Technik bekannt sind, erfolgt dies in der Regel durch Volumenkontraktion (Schäume aus EPDM oder PUR) oder durch entsprechende Wahl der Geometrie/Materialkombination (Noppen, Rillen, Ausnehmungen etc.). Die Zwischenlagen sind aber durchgehend im Wesentlichen flach beziehungsweise eben ausgebildet, was bedeutet, dass die Oberseite und die Unterseite beziehungsweise deren Anordnungsflächen im Wesentlichen parallel zueinander ausgerichtet sind und die Dicke der Zwischenlage, insbesondere in dem Bereich zwischen Schiene und Bahnschwelle, konstant ist. Bevorzugterweise sind vorliegend die obere Basisebene und die untere Basisebene, welche durch die jeweiligen Anordnungsflächen definiert werden, im Wesentlichen parallel zueinander orientiert, was grundsätzlich der aus dem Stand der Technik bekannten Konfiguration entspricht. Der große Vorteil besteht aber nun darin, dass die Zusatzebene (oder auch mehrere) geneigt zu der oberen Basisebene und/oder zu der unteren Basisebene ausgebildet werden kann. Mit Vorteil ist dadurch eine äußerst gleichmäßige Lastverteilung von der Schiene auf die Zwischenlage möglich. Wird die Zwischenlage von oben gleichmäßig durch die Schiene belastet, wie dies auf einem geraden Gleisstück der Fall sein kann, sind die obere Basisebene und die untere Basisebene im Wesentlichen parallel zu einer Gleisebene orientiert. Insbesondere ist die obere Basisebene parallel zum Schienenfuß ausgerichtet, während die untere Basisebene parallel zur Bahnschwelle ausgerichtet ist. In diesem Belastungszustand ist auch die Zusatzebene im Wesentlichen parallel zur oberen und unteren Basisebene orientiert. Wird allerdings beispielsweise in einer Kurvenfahrt eine Seitenkraft auf die Schiene eingeleitet, führt dies in der Regel dazu, dass sich diese derart seitlich neigt, dass die obere Basisebene nicht mehr parallel zum Schienenfuß orientiert ist. Die Folge ist eine unzulässig hohe Belastung der Zwischenlage insbesondere in deren Randbereichen. Mit Vorteil weist nun die Zwischenlage die zumindest eine Zusatzebene auf, welche sich sozusagen an eine Lage der Schiene beziehungsweise eines Schienenfußes anpasst. Je nachdem, ob die Zusatzebene an der Oberseite oder an der Unterseite angeordnet ist, passt sich die Zusatzebene selbstverständlich auch an die Bahnschwelle an. Ermöglicht wird dies letztendlich dadurch, dass an der oberen Anordnungsfläche und/oder an der unteren Anordnungsfläche der zumindest eine Stützabschnitt ausgebildet ist. Der Stützabschnitt zeichnet sich dadurch aus, dass er sich von der oberen Anordnungsfläche beziehungsweise von der unteren Anordnungsfläche weg erstreckt oder weg orientiert beziehungsweise gegenüber diesen erhaben oder erhöht ist. Dass die jeweiligen Basisebenen über die oberen bzw. unteren Anordnungsflächen definiert werden, bedeutet dabei nicht, dass der zumindest eine Stützabschnitt nicht auch Teil der jeweiligen Basisebene sein kann, diese sozusagen "mit" definieren kann. Hierbei sei grundsätzlich angemerkt, dass vorliegend die Merkmale der Zwischenlage im unbelasteten Zustand beschrieben werden, mit anderen Worten in einem nicht eingebauten Zustand. Daraus folgt, dass der Stützabschnitt bei entsprechender Belastung (z. B. im Lot zu einer Gleisebene bzw. senkrecht zur Zwischenlage) bis oder zumindest fast bis auf eine Höhe der jeweiligen Anordnungsflächen herabgedrückt werden kann, selbst wenn dieser eigentlich gegenüber den jeweiligen Anordnungsflächen erhöht ist.According to the invention, an intermediate layer to be arranged between rails and railway sleepers, ie rail interposition, comprises an upper side and a lower side, the upper side having an upper arrangement surface, and the lower side having a lower arrangement surface, the upper arrangement surface defining an upper base plane for arrangement on a rail, and wherein the lower locating surface defines a lower base plane for placement at a railway sleeper, and wherein the upper and / or lower surfaces comprise at least one support section configured to define at least one additional plane substantially inclined to the upper base plane and / or is formed to the lower base level. Conveniently, the at least one support section is raised or offset relative to the lower or the upper arrangement surface. The support section ultimately also comprises or provides an arrangement surface (cf., the support surface), however, depending on the load of the intermediate layer, more or less increased in relation to the lower / upper arrangement surface. The fact that the upper side or the lower side has a support section is to be understood in particular as meaning that the support section (or the support sections) extends away from the respective arrangement surface, that is to say they merge without a gap or the like being formed therebetween. It can thus be achieved that the support section does not unduly deform excessively in lateral forces but retains its shape. Advantageously, this achieves an extremely uniform load distribution on the intermediate layer, which is arranged between the rail and the railway sleeper. Here, the term arrangement surface is not to be understood that the rail or the railway sleeper must rest here over the entire area. The arrangement surfaces define base planes or, in combination with the support section (s), additional planes which describe the position of the intermediate layer relative to the rail or to the railway sleeper. For this purpose, the at least one support section is expediently increased in relation to the respective arrangement surfaces. With regard to the additional levels, it should be mentioned that these are not predominantly formed by material compression, deformation or displacement of a portion of the liner (as may be known in the art), but by the geometry and location of the support portion. An excessive (local) deformation of the intermediate layer can therefore just be avoided, which benefits the durability. In the area of fastening systems for railway superstructures, a clear trend towards increasing the service life can be discerned in order to be able to reduce the exchange and maintenance costs in the area of the superstructure. These include, inter alia, the intermediate layers or rail interlayers (hereinafter, for the sake of simplicity, only the term "intermediate layer" is used). Replacement of liners is labor intensive and thus expensive. The aim is therefore to extend the service life of the intermediate layer (s) so that they can be changed at the same time when the rail (s) are replaced. Advantageously, this is possible with an intermediate layer as described above. A thickness of the intermediate layer is measured between the top and the bottom. Since the intermediate layer has the at least one support section, which is raised or raised relative to the upper / lower arrangement surface, ie, which extends at least partially away from it, the thickness of the intermediate layer is not constant. The thickness of the intermediate layer is or is so varied in order to ensure a uniform load on the intermediate layer with one-sided rail load can. In intermediate layers, which are known from the prior art, this is usually by volume contraction (foams of EPDM or PUR) or by appropriate choice of geometry / material combination (knobs, grooves, recesses, etc.). However, the intermediate layers are substantially flat or flat throughout, which means that the upper side and the lower side or their arrangement surfaces are aligned essentially parallel to one another and the thickness of the intermediate layer, in particular in the region between rail and railway sleeper, is constant. Preferably, in the present case, the upper base plane and the lower base plane, which are defined by the respective arrangement surfaces, oriented substantially parallel to each other, which basically corresponds to the configuration known from the prior art. The big advantage, however, is that the additional layer (or also several) inclined to the upper base level and / or to the lower base level can be formed. Advantageously, this makes possible an extremely uniform load distribution from the rail to the intermediate layer. If the intermediate layer is loaded evenly from above by the rail, as may be the case on a straight piece of track, the upper base plane and the lower base plane are oriented substantially parallel to a track plane. In particular, the upper base plane is aligned parallel to the rail foot, while the lower base plane is aligned parallel to the railway sleeper. In this load state, the additional plane is oriented essentially parallel to the upper and lower base plane. However, if, for example, a cornering force is applied to the rail during cornering, this usually results in it tilting laterally such that the upper base plane is no longer oriented parallel to the rail foot. The result is an unacceptably high load on the intermediate layer, especially in its peripheral areas. Advantageously, the intermediate layer now has the at least one additional plane which, as it were, adapts to a position of the rail or of a rail foot. Of course, depending on whether the additional level is arranged at the top or at the bottom, the additional level also adapts to the railway sleeper. This is ultimately made possible by the fact that at least one support section is formed on the upper arrangement surface and / or on the lower arrangement surface. The support section is characterized in that it extends away from the upper arrangement surface or from the lower arrangement surface or away from or is raised or raised relative to this. The fact that the respective base planes are defined via the upper or lower arrangement surfaces does not mean that the at least one support section can not also be part of the respective base plane, so to speak, it can define "with". It should be noted in principle that in this case the characteristics of the intermediate layer are described in the unloaded state, in other words in a non-installed state. It follows that, given a corresponding load (for example, perpendicular to a track plane or perpendicular to the intermediate layer), the support section can be pressed down until or at least almost to a height of the respective arrangement surfaces, even if this is actually increased relative to the respective arrangement surfaces ,
Zweckmäßigerweise weist der Stützabschnitt zumindest eine Stützfläche, zumindest eine Stützlinie und/oder zumindest einen Stützpunkt auf. Die Stützfläche ist in einer bevorzugten Ausführungsform parallel zur oberen beziehungsweise unteren Anordnungsfläche ausgeführt bzw. zumindest teilweise parallel. Sie kann quer zu einer Länge der Zwischenlage, welche sich entlang einer Gleisrichtung erstreckt, auch schräg oder wellig oder gezackt ausgebildet sein. Gleiches gilt entlang der Gleisrichtung. Der Stützabschnitt muss also nicht durchgängig die gleiche Höhe aufweisen. Grundsätzlich gilt, dass eine Oberfläche des Stützabschnitts, welche letztlich die Stützfläche(n), die Stützlinie(n) oder auch den oder die Stützpunkte bildet sowohl rau, geriffelt etc. als auch glatt ausgebildet sein kann. Erfindungsgemäß ist zwischen der jeweiligen Anordnungsfläche und dem entsprechenden Stützabschnitt bzw. dessen Seitenwand ein Radius gebildet, welcher zweckmäßigerweise größer als 0,2 mm, bevorzugt großer als 0,5 oder sogar 1 mm, ist. Ebenfalls kann zwischen der jeweiligen Anordnungsfläche und der entsprechenden Stützfläche eine Art Übergang z. B. in Form einer Schräge, einer geneigten Fläche oder einer Rampe gebildet werden, wobei ein (spitzer) Winkel der Rampe relativ zur jeweiligen Anordnungsfläche in einem Bereich von etwa 10 bis 80° liegt, bevorzugt in einem Bereich von etwa 20 bis 60°. Der Winkel wie auch der Übergang bewirken eine sanfte Krafteinleitung, auch wenn auf den Stützabschnitt seitliche Kräfte wirken, die bei geneigten Zusatzebenen zwangsläufig auftreten. Außerdem wird durch diese Geometrie verhindert, dass der Stützabschnitt seitlich ausweicht oder sich seitlich verlagert, was, bezogen auf den Stützabschnitt, wieder in einer unzulässig hohen lokalen Verformung resultieren würde, was gerade nicht gewollt ist.
Zweckmäßigerweise ist die zumindest eine Zusatzebene durch die obere Anordnungsfläche oder die untere Anordnungsfläche und den zumindest einen Stützabschnitt definiert. Mit anderen Worten wird die zumindest eine Zusatzebene also durch die obere Anordnungsfläche und den zumindest einen Stützabschnitt bzw. durch die untere Anordnungsfläche und den zumindest einen Stützabschnitt gebildet. Dabei kann die zumindest eine Zusatzebene mit dem Stützabschnitt einen Flächen- und/oder einen Linien- und/oder einen Punktkontakt aufweisen. Die Stützfläche kann sowohl im Wesentlichen parallel als auch geneigt zu den jeweiligen Anordnungsflächen ausgebildet sein. Der Übergang kann gestuft oder stufenlos ausgebildet seinDie Schiene, welche auf der Zwischenlage angeordnet ist, wird sich in den meisten Fällen immer sowohl auf der oberen Anordnungsfläche als auch auf dem Stützabschnitt abstützen. Bei gleichmäßiger Belastung der Zwischenlage (von oben) führt dies dazu, dass der Stützabschnitt keine Zusatzebene definiert, welche im Wesentlichen geneigt zu der oberen Basisebene und/oder zu der unteren Basisebene ausgebildet ist. Letztendlich ist dies von einem Belastungszustand der Zwischenlage abhängig, welcher in Zusammenhang mit der Schienenanordnung noch genauer beschrieben wird. Das Gesagte gilt selbstverständlich in gleicher Weise für die untere Anordnungsfläche beziehungsweise für den Fall, dass sich an der unteren Anordnungsfläche ein Stützabschnitt befindet. Hierbei sei angemerkt, dass eine Stützfläche, welche sich im Wesentlichen parallel zur jeweiligen Anordnungsfläche erstreckt, bei einer Belastung im Lot zur Gleisebene (bzw. senkrecht zur Zwischenlage) einen Flächenkontakt mit der Zusatzebene bildet. Neigt sich die Zusatzebene, ändert sich ggf. auch der Kontakt mit dem Stützabschnitt, so dass aus dem ursprünglichen Flächenkontakt ein Linienkontakt oder, abhängig von der Belastungsrichtung, auch ein Punktkontakt wird. In gleicher Weise ändern sich auch Lage und Form des Kontakts der Zusatzebene(n) mit den jeweiligen Anordnungsflächen. Wie vorher bereits angedeutet, kann auch die Zusatzebene bei einer gleichmäßigen Lastverteilung von oben parallel zur oberen und unteren Basisebene orientiert sein. Dies bedeutet auch, dass beispielsweise die Schiene auf dem Stützabschnitt und der oberen Anordnungsfläche (oder ggf. die untere Anordnungsfläche und der Stützabschnitt auf der Bahnschwelle) mehr oder weniger gleichmäßig aufliegt, je nachdem, wie hoch der erhöhte Stützabschnitt gegenüber der jeweiligen Anordnungsfläche erhöht ist. Dadurch, dass der Stützabschnitt aber gegenüber der oberen/unteren Anordnungsfläche erhöht ist, kann im Fall einer auftretenden Seitenkraft durch den erhöhten Stützabschnitt eine Zusatzebene gebildet werden, welche geneigt zu der jeweiligen Basisebene orientiert ist. Mit Vorteil erfolgt dann die Krafteinleitung durch die Schiene im Wesentlichen senkrecht zu der Zusatzebene und damit äußerst gleichmäßig auf die Zwischenlage.Expediently, the support section has at least one support surface, at least one support line and / or at least one support point. The support surface is executed in a preferred embodiment parallel to the upper or lower arrangement surface or at least partially parallel. It may also be oblique or wavy or serrated transverse to a length of the intermediate layer which extends along a track direction. The same applies along the track direction. The support section does not have to have the same height throughout. In principle, a surface of the support section, which ultimately forms the support surface (s), the support line (s) or also the support point (s) may be both rough, corrugated, etc., and smooth. According to the invention, a radius is formed between the respective arrangement surface and the corresponding support section or its side wall, which is expediently greater than 0.2 mm, preferably greater than 0.5 or even 1 mm. Also, between the respective arrangement surface and the corresponding support surface a kind of transition z. B. in the form of a slope, a sloping surface or a ramp, wherein a (acute) angle of the ramp relative to the respective arrangement surface is in a range of about 10 to 80 °, preferably in a range of about 20 to 60 °. The angle as well as the transition cause a gentle application of force, even if act on the support portion lateral forces that inevitably occur at inclined additional levels. In addition, it is prevented by this geometry that the support portion laterally evades or laterally displaced, which, based on the support portion, would again result in an inadmissibly high local deformation, which is just not wanted.
The at least one additional plane is expediently defined by the upper arrangement surface or the lower arrangement surface and the at least one support section. In other words, the at least one additional plane is thus formed by the upper arrangement surface and the at least one support section or by the lower arrangement surface and the at least one support section. In this case, the at least one additional level with the support portion may have a surface and / or a line and / or a point contact. The Support surface may be formed both substantially parallel and inclined to the respective arrangement surfaces. The transition may be stepped or stepless. The rail which is arranged on the intermediate layer will in most cases always be supported on both the upper arrangement surface and on the support section. With uniform loading of the intermediate layer (from above), this results in that the support section defines no additional plane, which is formed substantially inclined to the upper base plane and / or to the lower base plane. Ultimately, this is dependent on a loading state of the intermediate layer, which will be described in more detail in connection with the rail assembly. Of course, the same applies equally to the lower arrangement surface or to the case in which there is a support section on the lower arrangement surface. It should be noted here that a support surface, which extends substantially parallel to the respective arrangement surface, forms a surface contact with the additional plane when loaded perpendicularly to the track plane (or perpendicular to the intermediate layer). If the additional plane tilts, the contact with the support section may also change, so that the original surface contact becomes a line contact or, depending on the direction of loading, also a point contact. In the same way, the position and shape of the contact of the additional level (s) with the respective arrangement surfaces change. As already indicated above, the additional plane can also be oriented with a uniform load distribution from above parallel to the upper and lower base plane. This also means that, for example, the rail rests more or less uniformly on the support section and the upper arrangement surface (or possibly the lower arrangement surface and the support section on the railway sleeper), depending on how high the raised support section is increased relative to the respective arrangement surface. However, by virtue of the fact that the support section is raised relative to the upper / lower arrangement surface, an additional plane can be formed in the event of a lateral force occurring due to the raised support section, which plane is oriented inclined relative to the respective base plane. Advantageously, the force is then introduced by the rail substantially perpendicular to the additional plane and thus extremely evenly on the intermediate layer.
In einer bevorzugten Ausführungsform ist die zumindest eine Stützfläche in etwa 0,3 bis 8 mm von der oberen beziehungsweise der unteren Anordnungsfläche beabstandet. In einer besonders bevorzugten Ausführungsform beträgt der Abstand auch eine Höhe von etwa 0,5 bis 3 mm.In a preferred embodiment, the at least one support surface is spaced approximately 0.3 to 8 mm from the upper and lower assembly surfaces, respectively. In a particularly preferred embodiment, the distance is also a height of about 0.5 to 3 mm.
Mit Vorteil erstreckt sich der zumindest eine Stützabschnitt im Wesentlichen entlang einer Länge der Zwischenlage. Dabei sei angemerkt, dass die Länge der Zwischenlage sich entlang einer Gleisrichtung erstreckt.Advantageously, the at least one support section extends substantially along a length of the intermediate layer. It should be noted that the length of the intermediate layer extends along a track direction.
Bevorzugt ist ein Querschnitt des Stützabschnitts quer zur Länge der Zwischenlage eckig, insbesondere drei- oder viereckig, oder auch im Wesentlichen halbrund. Bevorzugt bildet ein im Querschnitt dreieckiger Stützabschnitt einen Linienkontakt mit der Zusatzebene, insbesondere bei Belastung der Zwischenlage genau von oben, also senkrecht zur Zwischenlage. Sobald allerdings eine Seitenkraft wirkt, kann sich der Linienkontakt in einen Flächenkontakt umwandeln. Ein im Querschnitt dreieckiger Stützabschnitt umfasst z. B. zwei Stützflächen, welche über eine Stützlinie miteinander verbunden sind. Bei einem viereckig ausgebildeten Querschnitt handelt es sich bevorzugt um einen im Wesentlichen quadratischen, trapezförmigen, parallelogrammförmigen oder auch rechteckigen Querschnitt. Der Übergang eines derartigen Stützabschnitts bzw. einer derartigen Stützfläche auf die Anordnungsfläche kann übergangslos ausgebildet sein oder auch nicht. Ein im Querschnitt viereckiger Querschnitt umfasst im Wesentlichen drei Stützflächen, wobei es von der Form des Vierecks abhängt, inwieweit die seitlichen Flächen als Stützflächen wirken können. Die vorgenannten Querschnitte bilden bei Belastung von oben mit der Zusatzebene (also senkrecht zur Zwischenlage) eher einen Flächenkontakt, welcher sich dann aber bei seitlicher Belastung auch einem Linienkontakt annähern kann.Preferably, a cross section of the support portion is square across the length of the intermediate layer, in particular triangular or quadrangular, or even substantially half-round. Preferably, a triangular in cross-section support portion forms a line contact with the additional plane, especially when loading the liner exactly from above, ie perpendicular to the intermediate layer. However, as soon as a side force acts, the line contact can transform into a surface contact. A cross-sectionally triangular support section comprises z. B. two support surfaces, which are interconnected via a support line. A quadrangular cross section is preferably a substantially square, trapezoidal, parallelogram or rectangular cross section. The transition of such a support section or such a support surface to the arrangement surface may or may not be seamless. A cross-sectionally quadrangular cross-section essentially comprises three support surfaces, wherein it depends on the shape of the quadrilateral to what extent the lateral surfaces can act as support surfaces. The above-mentioned cross-sections, when loaded from above with the additional plane (that is to say perpendicular to the intermediate layer), form a surface contact, which, however, can then approach a line contact in the event of lateral loading.
Bevorzugterweise ist der zumindest eine Stützabschnitt bezogen auf eine Breite der Zwischenlage im Wesentlichen mittig an der Zwischenlage angeordnet. Die Breite ist entsprechend im Wesentlichen entlang einer Bahnschwelle und damit also im Wesentlichen senkrecht zur Gleisrichtung orientiert. Die mittige Anordnung ermöglicht eine gleichmäßige Krafteinleitung von beiden Seiten beziehungsweise Richtungen quer zur Gleisrichtung. Der zumindest eine Stützabschnitt kann aber auch außermittig, also eher zu den Rändern der Zwischenlage hin, orientiert sein. Eine variable Anpassung an verschiedenste Kurventypen wie auch Belastungsfälle ist damit möglich.Preferably, the at least one support section is arranged substantially centrally on the intermediate layer with respect to a width of the intermediate layer. The width is correspondingly substantially along a railway sleeper and therefore oriented substantially perpendicular to the track direction. The central arrangement allows a uniform application of force from both sides or Directions transverse to the track direction. However, the at least one support section can also be oriented off-center, that is to say rather towards the edges of the intermediate layer. A variable adaptation to different types of curves as well as load cases is possible.
In einer bevorzugten Ausführungsform umfasst die Zwischenlage eine Vielzahl von Stützabschnitten, wobei sich die Stützabschnitte sowohl entlang der Breite als auch entlang der Länge der Zwischenlage erstrecken können. Es können also auch "Reihen" (oder zumindest eine Reihe) von Stützabschnitten gebildet werden, welche sich bevorzugt entlang der Länge der Zwischenlage erstrecken.In a preferred embodiment, the intermediate layer comprises a plurality of support sections, wherein the support sections may extend both along the width and along the length of the intermediate layer. It is thus also possible to form "rows" (or at least one row) of support sections, which preferably extend along the length of the intermediate layer.
In bevorzugten Ausführungsformen nimmt der zumindest eine Stützabschnitt, insbesondere dessen Stützfläche, in etwa eine Fläche von 10 bis 90 % der oberen Anordnungsfläche oder der unteren Anordnungsfläche ein, besonders bevorzugt etwa 30 bis 70 %. Sollten mehrere Stützabschnitte vorhanden sein, beziehen sich die zuvor genannten Flächenangaben auf sämtliche Stützabschnitte (je Seite der Zwischenlage).In preferred embodiments, the at least one support section, in particular its support surface, occupies approximately an area of 10 to 90% of the upper arrangement surface or the lower arrangement surface, more preferably approximately 30 to 70%. If several support sections are present, the aforementioned area information refers to all support sections (on each side of the intermediate layer).
Zweckmäßigerweise sind ein Stützabschnitt der Oberseite und ein Stützabschnitt der Unterseite im Wesentlichen gegenüberliegend angeordnet. Wenn sich die beiden Stützabschnitte entlang der Länge und damit entlang der Gleisrichtung erstrecken, ergibt sich damit eine Zwischenlage, welche um die Gleisrichtung herum äußerst beweglich ist und sich ideal sowohl der Schiene als auch der Bahnschwelle anpassen kann. Bevorzugt sind in Reihen angeordnete Stützabschnitte im Wesentlichen gegenüberliegend angeordnet.Conveniently, a support portion of the top and a support portion of the bottom are arranged substantially opposite one another. If the two support sections extend along the length and thus along the track direction, this results in an intermediate layer, which is extremely mobile around the track direction and can ideally adapt to both the rail and the railway sleeper. Preferably arranged in rows support portions are arranged substantially opposite one another.
In einer bevorzugten Ausführungsform umfasst die Oberseite und/oder die Unterseite eine Vielzahl von Vorsprüngen, wobei zumindest einige der Vorsprünge die obere Anordnungsfläche oder die untere Anordnungsfläche ausbilden. Die Vorsprünge können als Noppen, Fortsätze, Zapfen, Kugeln, Stifte etc. ausgebildet sein, wobei letztendlich der jeweilige Endabschnitt des Vorsprungs die oberen/untere Anordnungsfläche bildet.In a preferred embodiment, the top and / or the bottom include a plurality of protrusions, wherein at least some of the protrusions form the top array surface or the bottom array surface. The projections may be formed as knobs, extensions, pins, balls, pins, etc., and ultimately the respective end portion of the projection forms the upper / lower arrangement surface.
Ebenfalls bevorzugt bildet die Vielzahl von Vorsprüngen zumindest bereichsweise den zumindest einen Stützabschnitt aus. Dies bedeutet, dass letztlich einige der Vorsprünge höher sind als die übrigen Vorsprünge, wodurch in einfacher Weise der zumindest eine Stützabschnitt oder mehrere Stützabschnitte gebildet werden können. Nur wenn einige der Vorsprünge höher sind als andere, kann der zumindest eine Stützabschnitt ausgebildet werden, da nur so eine oder mehrere Zusatzebenen definiert werden können. Umfasst eine Zwischenlage also lediglich z. B. Vorsprünge oder Noppen gleicher Höhe, kann damit noch keine Zusatzebene definiert werden. Ebenso kann auch ein einziger Vorsprung einen Stützabschnitt bilden. Ein Vorsprung kann aber auch nur teilweise oder bereichsweise die anderen in seiner Höhe "überragen". Dies bedeutet, dass letztendlich nur ein Bereich oder Abschnitt des oder der Vorsprünge erhöht ist, also den oder die Stützabschnitt(e) ausbildet. Ein Vorsprung ist als Ganzes also nicht höher ausgebildet als ein anderer Vorsprung. Grundsätzlich sind einer Querschnittsform der Vorsprünge, wobei der Querschnitt parallel zu einer Gleisebene gemeint ist, die im Wesentlichen durch die Gleisrichtung und die Richtung der Bahnschelle aufgespannt ist, keine Grenzen gesetzt: sie können rund, insbesondere kreisrund, aber auch oval, oder (viel-) eckig, insbesondere z. B. viereckig etc. ausgebildet sein. Es versteht sich dass das Wort "eckig" ebenfalls abgerundete Ecken umfassen kann. Eine Höhe eines Vorsprungs bzw. der Vorsprünge, welche die Anordnungsfläche(n) definiert oder definieren, liegt bevorzugt in einem Bereich von etwa 0,5 bis 8 mm, besonders bevorzugt in einem Bereich von etwa 1 bis 3 mm.Also preferably, the plurality of projections at least partially forms the at least one support portion. This means that ultimately some of the projections are higher than the remaining projections, whereby the at least one support portion or a plurality of support portions can be formed in a simple manner. Only if some of the projections are higher than others, the at least one support portion can be formed, since only one or more additional levels can be defined. Includes a liner so only z. B. projections or knobs of the same height, so that no additional level can be defined. Likewise, a single projection can also form a support section. However, a projection can only partially or partially "outstrip" the others in height. This means that ultimately only one area or section of the projection (s) is increased, that is to say it forms the support section (s). An advantage as a whole is therefore not higher than another advantage. In principle, there are no limits to a cross-sectional shape of the projections, the cross-section being parallel to a track plane which is essentially defined by the track direction and the direction of the track clip: they may be round, in particular circular, but also oval, or (much ) angular, in particular z. B. square, etc. be formed. It is understood that the word "square" may also include rounded corners. A height of a protrusion (s) defining or defining the placement surface (s) is preferably in a range of about 0.5 to 8 mm, more preferably in a range of about 1 to 3 mm.
In einer besonders bevorzugten Ausführungsform ist die obere Anordnungsfläche, welche zur Schiene hin orientiert ist, im Wesentlichen eben ausgebildet. Die untere Anordnungsfläche wird in einer besonders bevorzugten Ausführungsform durch acht im Wesentlichen runde, insbesondere kreisrunde, Vorsprünge gebildet. Jeweils vier Vorsprünge erstrecken sich entlang der Länge der Zwischenlage, sodass letztendlich eine Zwischenlage mit zwei Reihen von je vier Vorsprüngen an der Unterseite ausgebildet ist. Die Vorsprünge bilden an ihrer Oberfläche zumindest teilweise die Stützabschnitte aus, welche sich dementsprechend in zwei Reihen entlang der Länge der Zwischenlage erstrecken.In a particularly preferred embodiment, the upper arrangement surface, which is oriented towards the rail, formed substantially flat. The lower arrangement surface is formed in a particularly preferred embodiment by eight substantially round, in particular circular, projections. Each four projections extend along the length of the intermediate layer, so that ultimately an intermediate layer is formed with two rows of four projections on the underside. The projections at least partially form on their surface the support sections, which accordingly extend in two rows along the length of the intermediate layer.
Zweckmäßigerweise ist der zumindest eine Stützabschnitt aus einem anderen Material gebildet als die Zwischenlage. Beispielsweise kann der Stützabschnitt derart ausgebildet sein, dass der eine geringere Reibung als die jeweiligen Anordnungsflächen aufweist, was eine leichte Beweglichkeit der Schiene beziehungsweise auf der Bahnschwelle ermöglicht. Ebenso kann der Stützabschnitt durch ein besonders verschleißbeständiges, hartes oder auch rutschfestes Material gebildet sein. Bevorzugt kann der zumindest eine Stützabschnitt durch eine Beschichtung gebildet werden, welche die vorher genannten Eigenschaften bereitstellen kann.Conveniently, the at least one support portion is formed of a different material than the intermediate layer. For example, the support portion may be formed such that it has a lower friction than the respective arrangement surfaces, which allows easy movement of the rail or on the railway sleeper. Likewise, the support portion may be formed by a particularly wear-resistant, hard or non-slip material. Preferably, the at least one support portion can be formed by a coating which can provide the aforementioned properties.
Der zumindest eine Stützabschnitt kann aber auch aus dem gleichen Material wie die Zwischenlage ausgebildet sein. Mit Vorteil ergeben sich nämlich allein aus der Materialverdickung, welche letztlich den zumindest einen Stützabschnitt bildet, im Vergleich zur übrigen Zwischenlage andere Eigenschaften, z. B. bezogen auf die Festigkeit und die Steifigkeit der Zwischenlage in diesem Bereich. In diesem Zusammenhang sei auch erwähnt, dass der Stützabschnitt bei Belastung auch komprimiert werden kann, beispielsweise auch annähernd auf bzw. fast bis auf das Niveau der jeweiligen Anordnungsflächen. Sobald allerdings eine Seitenkraft wirkt, kann der Stützabschnitt die Zusatzebene definieren, da sich der Stützabschnitt dann wieder von den jeweiligen Anordnungsflächen weg erstrecken bzw. sich der erhöhte Bereich wieder aufrichten kann.The at least one support portion may also be formed of the same material as the intermediate layer. Advantageously, namely arise solely from the material thickening, which ultimately forms the at least one support section, in comparison to the other intermediate layer other properties, eg. B. based on the strength and rigidity of the liner in this area. In this context, it should also be mentioned that the support section can also be compressed under load, for example also approximately at or almost up to the level of the respective arrangement surfaces. However, as soon as a lateral force acts, the support section can define the additional plane, since the support section can then again extend away from the respective arrangement surfaces or the raised area can rise again.
Zweckmäßigerweise ist der zumindest eine Stützabschnitt auch austauschbar ausgebildet. Dies kann die Lebensdauer der Zwischenlage noch weiter erhöhten, da unter Umständen nur der zumindest eine Stützabschnitt bei Wartungsarbeiten ausgetauscht werden muss. Ebenso können Stützabschnitte unterschiedlicher Härte eingesetzt werden. Damit kann die belastungsgerechte Gestaltung der Zwischenlage noch weiter optimiert werden. Bevorzugt kann der Stützabschnitt aus einem, vorzugsweise vom Material der Zwischenlage unterschiedlichen, zweiten elastischen Material ausgebildet sein.Conveniently, the at least one support portion is also designed to be interchangeable. This can further increase the life of the intermediate layer, since under certain circumstances only the at least one support section has to be replaced during maintenance work. Likewise, support sections of different hardness can be used. Thus, the load-oriented design of the intermediate layer can be further optimized. Preferably, the support portion may be formed of a, preferably different from the material of the intermediate layer, second elastic material.
In einer bevorzugten Ausführungsform umfasst die Zwischenlage zumindest einen Halteabschnitt, welcher sich von der Unterseite weg und entlang der Breite der Zwischenlage erstreckt. Insbesondere sind zwei Halteabschnitte an den entsprechenden Rändern der Zwischenlage vorgesehen. Damit kann eine Verrutschen oder Verlagern der Zwischenlage auf der Bahnschelle, insbesondere in Gleisrichtung, verhindert werden.In a preferred embodiment, the intermediate layer comprises at least one holding portion which extends away from the underside and along the width of the Liner extends. In particular, two holding portions are provided at the respective edges of the intermediate layer. This can prevent slippage or displacement of the intermediate layer on the web clip, in particular in the track direction.
Erfindungsgemäß umfasst eine Schienenanordnung für den Gleisbau eine auf einer Bahnschwelle angeordnete Schiene, wobei zwischen der Bahnschwelle und der Schiene eine Zwischenlage angeordnet ist, wobei die Oberseite eine obere Anordnungsfläche aufweist, und wobei die Unterseite eine untere Anordnungsfläche aufweist, wobei die obere Anordnungsfläche eine obere Basisebene zur Anordnung an der Schiene definiert und wobei die untere Anordnungsfläche eine untere Basisebene zur Anordnung an der Bahnschwelle definiert, wobei die Oberseite und/oder die Unterseite zumindest einen Stützabschnitt aufweisen, welcher ausgelegt ist, zumindest eine Zusatzebene zu definieren, und wobei die Schienenanordnung einen ersten Belastungszustand aufweist, in dem die Zwischenlage über die obere Basisebene und die untere Basisebene zwischen der Bahnschwelle und der Schiene angeordnet ist, und wobei die Schienenanordnung einen zweiten Belastungszustand aufweist, in dem die Zwischenlage über eine der Basisebenen und die zumindest eine Zusatzebene zwischen der Bahnschwelle und der Schiene angeordnet ist, wobei die Zusatzebene im Wesentlichen geneigt zu der oberen Basisebene und/oder zu der unteren Basisebene ausgebildet ist. Im ersten Belastungszustand sind somit einerseits die obere Basisebene und die Schiene, bzw. die Unterseite des Schienenfußes, sowie andererseits die untere Basisebene und die Bahnschwelle, bzw. die Oberseite der Bahnschwelle, parallel zueinander ausgerichtet. Weist die Oberseite den zumindest einen Stützabschnitt auf, ist im zweiten Belastungszustand die Zusatzebene im Wesentlichen parallel zur Schiene beziehungsweise zu einer Unterseite des Schienenfußes orientiert. Weist die Unterseite den zumindest einen Stützabschnitt auf, ist im zweiten Belastungszustand die Zusatzebene der Unterseite im Wesentlichen parallel zur Bahnschwelle orientiert. In beiden Fällen wird eine äußerst belastungsgerechte Gestaltung der Zwischenlage realisiert, welche zu einer hohen Verschleißbeständigkeit führt. Es versteht sich, dass sowohl an der Oberseite als auch an der Unterseite ein Stützabschnitt ausgebildet sein kann.According to the invention, a rail track assembly comprises a rail disposed on a railroad tie, wherein an intermediate layer is disposed between the railroad rail and the rail, the upper surface having an upper array surface, and the lower surface having a lower array surface, the upper array surface being an upper base plane defined for placement on the rail, and wherein the lower mounting surface defines a lower base plane for placement at the railway sleeper, the upper and / or lower surfaces having at least one support portion configured to define at least one additional plane, and wherein the rail assembly comprises a first Loading state, in which the intermediate layer is disposed above the upper base level and the lower base level between the railway sleeper and the rail, and wherein the rail assembly has a second load state in which the intermediate layer via one of the Bas Isebenen and the at least one additional plane between the railway sleeper and the rail is arranged, wherein the additional plane is formed substantially inclined to the upper base plane and / or to the lower base plane. In the first load state, on the one hand, the upper base plane and the rail, or the underside of the rail foot, and on the other hand the lower base plane and the railway sleeper, or the upper side of the railway sleeper, are aligned parallel to one another. If the upper side has the at least one support section, in the second load state the additional plane is oriented essentially parallel to the rail or to an underside of the rail foot. If the underside has the at least one support section, in the second load state the additional plane of the underside is oriented essentially parallel to the railway sleeper. In both cases, an extremely load-oriented design of the intermediate layer is realized, which leads to a high wear resistance. It is understood that both at the top and at the bottom of a support portion may be formed.
Die Vorteile der erfindungsgemäßen Schienenanordnung gelten in gleicher Weise für die erfindungsgemäße Zwischenlage, wie auch umgekehrt.The advantages of the rail arrangement according to the invention apply in the same way for the intermediate layer according to the invention, as well as vice versa.
Weitere Vorteile und Merkmale ergeben sich aus der nachfolgenden Beschreibung bevorzugter Ausführungsformen der erfindungsgemäßen Zwischenlage sowie der erfindungsgemäßen Schienenanordnung mit Bezug auf die beigefügten Figuren. Einzelne Merkmale der einzelnen Ausführungsformen können dabei im Rahmen der Erfindung miteinander kombiniert werden.Further advantages and features will become apparent from the following description of preferred embodiments of the intermediate layer according to the invention and the rail arrangement according to the invention with reference to the accompanying figures. Individual features of the individual embodiments can be combined with each other within the scope of the invention.
Es zeigen:
- Figur 1:
- eine Prinzipskizze der Funktionsweise einer bevorzugten Ausführungsform einer Zwischenlage;
- Figur 2a:
- eine Ausführungsform einer Schienenanordnung in einem zweiten Belastungszustand;
- Figur 2b:
- eine weitere Ausführungsform einer Schienenanordnung in einem zweiten Belastungszustand;
- Figur 3:
- eine perspektivische Ansicht einer bevorzugten Ausführungsform einer Zwischenlage;
- Figur 4:
- eine Unterseite einer weiteren bevorzugten Ausführungsform einer Zwischenlage;
- Figuren 5a und b:
- weitere Ausführungsformen von Zwischenlagen entlang einer Gleisrichtung gesehen;
- Figuren 6a und b:
- weitere Ausführungsformen von Zwischenlagen entlang einer Gleisrichtung gesehen.
- FIG. 1:
- a schematic diagram of the operation of a preferred embodiment of an intermediate layer;
- FIG. 2a:
- an embodiment of a rail assembly in a second load state;
- FIG. 2b:
- a further embodiment of a rail assembly in a second load state;
- FIG. 3:
- a perspective view of a preferred embodiment of an intermediate layer;
- FIG. 4:
- an underside of another preferred embodiment of an intermediate layer;
- FIGS. 5a and b:
- further embodiments of intermediate layers seen along a track direction;
- FIGS. 6a and b:
- further embodiments of intermediate layers seen along a track direction.
Die
Die
- 11
- Schienerail
- 22
- Bahnschwellesleeper
- 1010
- Zwischenlageliner
- 2020
- Oberseitetop
- B20B20
- Obere BasisebeneUpper base level
- 2121
- Obere AnordnungsflächeUpper arrangement surface
- 4040
- Unterseitebottom
- B20B20
- Untere BasisebeneLower base level
- 4141
- Untere AnordnungsflächeLower placement area
- 6060
- Stützabschnittsupport section
- 6161
- Stützflächesupport surface
- 6262
- Vorsprunghead Start
- GG
- Gleisebenetrack plane
- RR
- Gleisrichtungtrack direction
- ZZ
- Zusatzebeneadditional level
- ll
- Länge (der Zwischenlage)Length (of the liner)
- bb
- Breite (der Zwischenlage)Width (of the liner)
Claims (12)
- Intermediate layer (10), for arranging between rails and railway sleepers, comprising an upper side (20) and a lower side (40), wherein the upper side (20) has an upper arrangement surface (21), and wherein the lower side (40) has a lower arrangement surface (41), wherein the upper arrangement surface (21) defines an upper base plane (B20) for arrangement on a rail (1), and wherein the lower arrangement surface (41) defines a lower base plane (B40) for arrangement on a railway sleeper (2), and wherein the upper side (20) and/or the lower side (40) have or has at least one supporting portion (60) which is designed to be offset or elevated with respect to the lower arrangement surface (41) or the upper arrangement surface (21) and which is configured to define at least one additional plane (Z) which is designed to be substantially inclined with respect to the upper base plane (B20) and/or the lower base plane (B40) in the installed state, characterized in that a radius or a ramp is formed between the respective arrangement surface (21; 41) and the corresponding supporting portion (60).
- Intermediate layer (10) according to Claim 1, wherein the at least one supporting portion (60) has at least one supporting surface (61), at least one supporting line and/or at least one supporting point.
- Intermediate layer (10) according to Claim 1 or 2, wherein the at least one additional plane (Z) is defined by the upper arrangement surface (21) or the lower arrangement surface (41) and the at least one supporting portion (60).
- Intermediate layer (10) according to one of the preceding claims, wherein the at least one supporting portion (60) extends substantially along a length (1) of the intermediate layer (10).
- Intermediate layer (10) according to one of the preceding claims, wherein the at least one supporting portion (60) is arranged substantially centrally on the intermediate layer (10) with respect to a width (b) of the intermediate layer (10) .
- Intermediate layer (10) according to one of the preceding claims, wherein the at least one supporting portion (60) occupies approximately an area of from 10 to 90% of the upper arrangement surface (21) or of the lower arrangement surface (41) .
- Intermediate layer (10) according to one of the preceding claims, wherein a supporting portion (60) of the upper side (20) and a supporting portion (60) of the lower side (40) are arranged substantially opposite one another.
- Intermediate layer (10) according to one of the preceding claims, wherein the upper side (20) and/or the lower side (40) comprise or comprises a plurality of projections (62), wherein at least some of the projections (62) form the upper arrangement surface (21) or the lower arrangement surface (41).
- Intermediate layer (10) according to Claim 8, wherein the plurality of projections (62) forms the at least one supporting portion (60) at least in certain areas.
- Intermediate layer (10) according to one of the preceding claims, wherein the at least one supporting portion (60) is formed from a different material than the intermediate layer (10).
- Intermediate layer (10) according to one of Claims 5-10, comprising at least one retaining portion (44) which extends away from the lower side (40) and along the width (b) of the intermediate layer (10).
- Rail arrangement for track building, comprising a rail (1) which is arranged on a railway sleeper (2), wherein an intermediate layer (10) according to one of the preceding claims is arranged between the railway sleeper (2) and the rail (1), and wherein the rail arrangement has a first loading state in which the intermediate layer (10) is arranged over the upper base plane (B20) and the lower base plane (B40), and wherein the rail arrangement has a second loading state in which the intermediate layer (10) is arranged over one of the base planes (B20; B40) and the at least one additional plane (Z) which is designed to be substantially inclined with respect to the upper base plane (B20) and/or to the lower base plane (B40).
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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DE102014216543.1A DE102014216543A1 (en) | 2014-08-20 | 2014-08-20 | liner |
Publications (2)
Publication Number | Publication Date |
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EP2990529A1 EP2990529A1 (en) | 2016-03-02 |
EP2990529B1 true EP2990529B1 (en) | 2018-04-04 |
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EP15181656.8A Not-in-force EP2990529B1 (en) | 2014-08-20 | 2015-08-20 | Intermediate layer |
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DE (1) | DE102014216543A1 (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102016108097B3 (en) | 2016-05-02 | 2017-07-13 | Semperit Ag Holding | Rail pad |
DE102018107217A1 (en) * | 2018-03-27 | 2019-10-02 | Semperit Ag Holding | Interlayer to the arrangement between a rail and a threshold and method for their preparation |
DE102020132029A1 (en) | 2020-12-02 | 2022-06-02 | Vossloh Fastening Systems Gmbh | ELASTIC INTERMEDIATE PLATE AND ASSEMBLY FOR ATTACHING A RAIL FOR A RAILWAY VEHICLE |
WO2022194404A1 (en) | 2021-03-15 | 2022-09-22 | Ecole Polytechnique Federale De Lausanne (Epfl) | Multi-material rail pad and method for manufacturing same |
DE102021127583A1 (en) * | 2021-10-22 | 2023-04-27 | Semperit Ag Holding | liner |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CA1250557A (en) * | 1983-12-13 | 1989-02-28 | Hartley F. Young | Rail insulation pads |
DE19544055A1 (en) * | 1995-10-20 | 1997-04-24 | Butzbacher Weichenbau Gmbh | Superstructure |
DE29608777U1 (en) * | 1996-05-15 | 1996-08-08 | Friedrich Hagans Plastverarbei | Highly elastic rail underlay with pronounced vibration damping |
DE102004057616A1 (en) * | 2004-11-29 | 2006-06-01 | Bwg Gmbh & Co. Kg | Support for a rail |
GB2453575B (en) * | 2007-10-11 | 2011-11-30 | Pandrol Ltd | Railway rail paid |
DE102009055070B4 (en) * | 2009-12-21 | 2022-10-20 | Semperit Ag Holding | Damping element for track construction with sliding layer and a railway track system with damping element |
-
2014
- 2014-08-20 DE DE102014216543.1A patent/DE102014216543A1/en not_active Withdrawn
-
2015
- 2015-08-20 EP EP15181656.8A patent/EP2990529B1/en not_active Not-in-force
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