EP2990529B1 - Couche intermediaire - Google Patents

Couche intermediaire Download PDF

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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
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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
Application number
EP15181656.8A
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German (de)
English (en)
Other versions
EP2990529A1 (fr
Inventor
Herwig Miessbacher
Reinthaler Stephan
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.)
Semperit AG Holding
Original Assignee
Semperit AG Holding
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Filing date
Publication date
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Publication of EP2990529A1 publication Critical patent/EP2990529A1/fr
Application granted granted Critical
Publication of EP2990529B1 publication Critical patent/EP2990529B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)

Claims (12)

  1. Couche intermédiaire (10) pour l'agencement entre des rails et des traverses, comportant une face supérieure (20) et une face inférieure (40), dans laquelle
    la face supérieure (20) présente une surface d'agencement supérieure (21) et
    la face inférieure (40) présente une surface d'agencement inférieure (41),
    la surface d'agencement supérieure (21) définit un plan de base supérieur (B20) pour l'agencement contre un rail (1), et
    la surface d'agencement inférieure (41) définit un plan de base inférieur (B40) pour l'agencement contre une traverse (2), et
    la face supérieure (20) et/ou la face inférieure (40) comprend au moins une portion de soutien (60) qui est réalisée en décalage ou en surélévation par rapport à la surface d'agencement inférieure (41) ou supérieure (21) et qui est conçue pour définir au moins un plan supplémentaire (Z) qui est réalisé de façon sensiblement inclinée par rapport au plan de base supérieur (B20) et/ou au plan de base inférieur (B40), dans l'état monté,
    caractérisée en ce que
    un rayon ou une rampe est formé(e) entre la surface d'agencement respective (21 ; 41) et la portion de soutien correspondante (60).
  2. Couche intermédiaire (10) selon la revendication 1,
    dans laquelle
    ladite au moins une portion de soutien (60) présente au moins une surface de soutien (61), au moins une ligne de soutien et/ou au moins un point de soutien.
  3. Couche intermédiaire (10) selon la revendication 1 ou 2,
    dans laquelle
    ledit au moins un plan supplémentaire (Z) est défini par la surface d'agencement supérieure (21) ou par la surface d'agencement inférieure (41) et par ladite au moins une portion de soutien (60).
  4. Couche intermédiaire (10) selon l'une des revendications précédentes, dans laquelle
    ladite au moins une portion de soutien (60) s'étend sensiblement le long d'une longueur (l) de la couche intermédiaire (10).
  5. Couche intermédiaire (10) selon l'une des revendications précédentes, dans laquelle
    ladite au moins une portion de soutien (60) est agencée sur la couche intermédiaire (10) sensiblement au centre par rapport à une largeur (b) de la couche intermédiaire.
  6. Couche intermédiaire (10) selon l'une des revendications précédentes, dans laquelle
    ladite au moins une portion de soutien (60) occupe approximativement une aire de 10 à 90 % de la surface d'agencement supérieure (21) ou de la surface d'agencement inférieure (41).
  7. Couche intermédiaire (10) selon l'une des revendications précédentes, dans laquelle
    une portion de soutien (60) de la face supérieure (20) et une portion de soutien (60) de la face inférieure (40) sont agencées sensiblement en regard l'une de l'autre.
  8. Couche intermédiaire (10) selon l'une des revendications précédentes, dans laquelle
    la face supérieure (20) et/ou la face inférieure (40) comprend une multitude de saillies (62),
    quelques-unes au moins des saillies (62) constituent la surface d'agencement supérieure (21) ou la surface d'agencement inférieure (41).
  9. Couche intermédiaire (10) selon la revendication 8,
    dans laquelle
    la multitude de saillies (62) constituent au moins localement ladite au moins une portion de soutien (60).
  10. Couche intermédiaire (10) selon l'une des revendications précédentes, dans laquelle
    ladite au moins une portion de soutien (60) est réalisée en un autre matériau que la couche intermédiaire (10).
  11. Couche intermédiaire (10) selon l'une des revendications 5 à 10, comprenant
    au moins une portion de retenue (44) qui s'étend en éloignement de la face inférieure (40) et le long de la largeur (b) de la couche intermédiaire (10).
  12. Agencement de rail pour la construction de voie ferroviaire, comportant un rail (1) agencé sur une traverse (2),
    dans lequel
    une couche intermédiaire (10) selon l'une des revendications précédentes est agencée entre la traverse (2) et le rail (1), et
    l'agencement de rail présente un premier état de charge dans lequel la couche intermédiaire (10) est agencée au-dessus du plan de base supérieur (B20) et du plan de base inférieur (B40), et
    l'agencement de rail présente un second état de charge dans lequel la couche intermédiaire (10) est agencée au-dessus de l'un des plans de base (B20 ; B40) et dudit au moins un plan supplémentaire (Z) qui est réalisé de façon sensiblement inclinée par rapport au plan de base supérieur (B20) et/ou au plan de base inférieur (B40).
EP15181656.8A 2014-08-20 2015-08-20 Couche intermediaire Not-in-force EP2990529B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014216543.1A DE102014216543A1 (de) 2014-08-20 2014-08-20 Zwischenlage

Publications (2)

Publication Number Publication Date
EP2990529A1 EP2990529A1 (fr) 2016-03-02
EP2990529B1 true EP2990529B1 (fr) 2018-04-04

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DE102018107217A1 (de) * 2018-03-27 2019-10-02 Semperit Ag Holding Zwischenlage zur Anordnung zwischen einer Schiene und einer Schwelle und Verfahren zu deren Herstellung
DE102020132029A1 (de) 2020-12-02 2022-06-02 Vossloh Fastening Systems Gmbh Elastische zwischenplatte und anordnung zur befestigung einer schiene für ein schienenfahrzeug
WO2022194404A1 (fr) 2021-03-15 2022-09-22 Ecole Polytechnique Federale De Lausanne (Epfl) Semelle multi-matériau et son procédé de fabrication
DE102021127583A1 (de) * 2021-10-22 2023-04-27 Semperit Ag Holding Zwischenlage

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