EP3044372B1 - Système ayant un systèm de fixation de rail et une voie ferrée sans ballast - Google Patents

Système ayant un systèm de fixation de rail et une voie ferrée sans ballast Download PDF

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Publication number
EP3044372B1
EP3044372B1 EP14759163.0A EP14759163A EP3044372B1 EP 3044372 B1 EP3044372 B1 EP 3044372B1 EP 14759163 A EP14759163 A EP 14759163A EP 3044372 B1 EP3044372 B1 EP 3044372B1
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EP
European Patent Office
Prior art keywords
trapezoidal
intermediate layer
layer element
rail
elastic
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EP14759163.0A
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German (de)
English (en)
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EP3044372A1 (fr
Inventor
Roland Buda
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Schwihag AG
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Schwihag AG
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    • 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
    • E01B9/681—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by the material
    • 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
    • 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 invention relates to a system of at least one rail fastening system for fastening a rail element to a fixed track and a fixed track, in which an intermediate structure is arranged between a rail element and the fixed track, by means of which the rail element is elastically operatively connected to the fixed track.
  • a ground that is suitably designed in this regard includes a solid roadway or a gravel roadway.
  • the rail fastening systems used here must be designed to be elastic due to the rigid underground construction.
  • an elastically designed intermediate structure in the form of a combination of elastic and highly elastic components, which are arranged between the rail elements and components of the fixed track, such as a concrete sleeper, so that by using these elastic and highly elastic components in particular these requirements can be met for full track axle loads (usually 22.5 t in Europe) or in high-speed traffic (up to 350 km / h).
  • the elastic and highly elastic components have, for example, one directly below one
  • these known rail fastening systems prove to be very complex to manufacture and assemble.
  • the generic rail fastening systems usually also include rail fastening plates with angled guide plates arranged on them, as well as at least two first tensioning clamps for bracing a rail foot of the rail element with the rail fastening plate and also a large number of screws for screwing the rail fastening system to the components of the fixed track or the Gravel roadway.
  • the FR 2 899 605 A1 and the FR 2 086 643 A5 disclose a generic rail fastening system. It also describes the EP 0 295 685 A1 a device for fastening railway rails on a solid track, wherein for fastening a rail on a carrier, an elastic intermediate plate and above a pressure distribution plate are arranged, which is arranged between the foot of the rail and the carrier. Guide plates attached to the carrier for lateral guidance of the rail foot and clamps that act on the rail foot and tension the rail on the carrier are also provided.
  • the intermediate plate which is elastic on both sides under the foot of the rail, extends in each case in a receiving space formed by the guide plate.
  • the JPH07238501 A in turn discloses a rail fastening system, suitable for a solid track as the subsurface, in which a resilient surface is arranged between the rail foot and the solid track.
  • the rail fastening systems known from this prior art are, however, complex and expensive to manufacture and assemble.
  • the invention is based on the object of making a generic system structurally simpler while maintaining the required elasticity.
  • the object of the invention is achieved by a system comprising at least one rail fastening system for fastening a rail element to a fixed track and a fixed track with the features of claim 1.
  • a further highly elastic intermediate plate or the like can be dispensed with, as a result of which the structure of the rail fastening system can be significantly simplified. This particularly simplifies the assembly of the rail fastening system, which, given the large number of such rail fastening systems used along a railway line, harbors enormous potential for savings in terms of material and assembly time.
  • variable elasticity distribution both in the direction of the longitudinal extension of the single elastic intermediate layer element and in the direction of the transverse extension of the single elastic intermediate layer element, since the variable elasticity distribution in the transverse direction in particular has a positive effect on the elasticity behavior of the rail fastening system.
  • slab track describes not only in the sense of the invention, but also in the technical literature an essentially gravel-free rail substrate, in which concrete sleepers in particular, to which the rail fastening systems are attached, are not in ballast, but mostly firmly concreted in lie on a rigid underground structure.
  • the rail fastening systems of this type are fastened directly to prefabricated concrete slabs without sleepers. Because of such a rigid underground structure or concrete structure, such rail fastening systems must be designed to be elastic.
  • the single elastic intermediate layer element is preferably arranged directly adjacent to an underside of the rail element, so that the rail element can be directly supported with good elastic suspension.
  • the single elastic intermediate layer element has an elastic inner area that is completely spaced from the edges of the single elastic intermediate layer element.
  • the elastic inner area of elasticity has a minimum distance of 20 mm to all edges of the single elastic intermediate layer element in order to ensure good stability of the single elastic intermediate layer element overall.
  • an advantageous embodiment variant also provides that the distance between the more elastic inner area of elasticity from the edges of the single elastic intermediate layer element is less than 30 mm, preferably less than 20 mm.
  • the elastic inner area which is configured to be more elastic can be configured in many ways.
  • the single elastic intermediate layer element has an elastic inner area of elasticity which is arranged concentrically around a center point, so that an advantageous elasticity distribution can be achieved on the single elastic intermediate layer element.
  • the single elastic intermediate layer element can experience an advantageously increased rigidity in the entire area of its circumferential edge area if the single elastic intermediate layer element has a circular, elliptical or oval elastic inner area which is more elastic than a less elastic outer elastic area adjoining the circular, elliptical or oval elastic inner area .
  • a very good elasticity distribution can be achieved on the single elastically configured intermediate layer element if the more elastically configured elastic inner area has a diameter between 60 mm and 100 mm, preferably 80 mm.
  • the elastically differently configured areas on the single elastic intermediate layer element can be produced in a structurally different way, for example by adjoining material areas with different elasticity properties.
  • a preferred embodiment variant provides that the elastic inner area of elasticity is made thinner than an adjacent less elastic elastic outer area of the single elastic intermediate layer element.
  • the elastic inner area of elasticity is made thinner than an adjacent less elastic elastic outer area of the single elastic intermediate layer element.
  • the presently desired elasticity distribution can be achieved in a structurally simple manner.
  • the single elastic intermediate layer element has a preferably centrally arranged material recess, which is dimensioned such that the edge area of the single elastic intermediate layer element has a lower elasticity and thus greater inherent rigidity than the elastic inner area.
  • This material recess is preferably either circular, elliptical or oval.
  • the elastic inner area which is designed to be more elastic, preferably has a thickness between 3 mm and 10 mm, preferably a thickness of 5.5 mm, in order to achieve the desired elasticity distribution.
  • the elasticity distribution which can be changed over the cross section of the single elastic intermediate layer element, can be implemented particularly advantageously if the elastic inner region, which is designed to be more elastic, has a diameter-to-thickness ratio of 15: 1.
  • the elastic inner area preferably has a diameter of 80 mm with a thickness of 5.5 mm equal to a diameter-thickness ratio of 14.55, which corresponds to a diameter-thickness ratio of about 15: 1 in the context of the invention.
  • the single elastic intermediate layer element of the present rail fastening system can in particular also be integrated into existing rail fastening systems if the single elastic intermediate layer element has external dimensions with a width: depth: height ratio of 21: 15: 1, preferably of 210 mm x 148 mm x 10 mm.
  • the outer dimensions of the single elastic intermediate layer element are preferably 210 mm x 148 mm x 10 mm, i.e. the outer dimensions have the ratio 21: 15: 1, with the diameter of the more elastic inner area of elasticity preferably 80 mm with a thickness of the more elastic inner area of elasticity of 5.5 mm.
  • the single elastic intermediate layer element has a support ratio of 1.2 with respect to a total overlap area of the rail element to the actual load-bearing surface of the single elastic intermediate layer element.
  • the total overlap area covered by the rail element of the single elastic intermediate layer element is 31.080 mm 2 with an effective support surface, by means of which the single elastic intermediate layer element is permanently in operative contact with the rail element, of 26.053 mm 2 .
  • the only elastic intermediate layer element has a static spring index of 35 kN / mm (+/- 15%), this static spring index being measured as a secant between 28 kN and 78 kN.
  • the only elastic intermediate layer element has a dynamic spring index of ⁇ 45 kN / mm (+/- 15%), this dynamic spring index at room temperature (21 °) and at a frequency of 15 Hz as a secant between 28 kN and 78 kN is measured.
  • the single elastic intermediate layer element has a ratio between dynamic spring index and static spring index with a stiffening factor ⁇ 1.3.
  • the single elastic intermediate layer element can be made from different materials, in particular in order to meet the properties required for the purposes of the invention.
  • foamed plastics or the like are generally suitable for this purpose.
  • terpolymer elastomers such as in particular ethylene-propylene-diene rubber, EPDM for short, foamed, closed-cell polyurethane (PU) or the like, can meet the present requirements particularly well in the long term.
  • the single elastic intermediate layer element has a body made of microcellular rubber or polyurethane.
  • a further weight saving on the single elastic intermediate layer element can be achieved in a simple manner if the single elastic intermediate layer element has an elongated material notch on at least two of its edges.
  • the elongated material notch preferably extends in the direction of the long sides of the single elastic intermediate layer element, as a result of which the elongated material notches can be notched larger from the single elastic intermediate layer element.
  • the single elastic intermediate layer element has two protruding tooth parts on at least two of its edges. These cantilevered tooth parts protrude beyond the material notch so that they can mesh well with a correspondingly complementary angle guide plate.
  • the intermediate structure in addition to the single elastic intermediate layer element, as already described in detail above, also has a hard trapezoidal intermediate layer element in order to be able to use polyvalent threshold elements on a fixed track by means of the present rail fastening system.
  • the present trapezoidal intermediate layer element may also have a certain elasticity, but this is negligibly small within the meaning of the invention and especially compared to the single elastic intermediate layer element, so that the trapezoidal intermediate layer element is made significantly harder than the single elastic intermediate layer element.
  • the intermediate structure also has only a single elastic intermediate layer element overall.
  • the rail fastening system preferably comprises angled guide plates with trapezoidal elevations, which are complementary trained trapezoidal beads of the concrete sleepers or the like can intervene so that the transverse forces occurring during operation can be introduced into the slab track.
  • this trapezoidal bead to be filled with a filler element so that the single elastic intermediate layer element positioned under the rail foot can rest over the entire surface of the threshold element.
  • a trapezoidal wedge is installed as a filler element for the covered trapezoidal bead in a polyvalent threshold element, which is only suitable for a classic gravel roadway and not for the solid roadway, since the rail fastening systems used so far do not achieve the required elasticity in order to be able to guarantee that the rail foot is placed over the entire surface of the polyvalent sleeper element.
  • the trapezoidal wedge cannot be fixed.
  • the structure of the present rail fastening system can be further simplified if the hard trapezoidal intermediate layer element by means of lateral Angle guide plates is set on the slab track.
  • the trapezoidal part of the hard trapezoidal intermediate layer element which acts as a filler element, can be clamped to the polyvalent threshold element in a structurally simple manner with an angle guide plate known per se and thus fixed in place. This means that additional fastening means are unnecessary.
  • the present rail fastening system or the hard trapezoidal intermediate layer element designed with the trapezoidal part can also be used without any problems on commercially available polyvalent threshold elements when the trapezoidal part of the hard trapezoidal intermediate layer element faces the solid roadway.
  • the trapezoidal part of the hard trapezoidal intermediate layer element can be fixed in the corresponding trapezoidal bead by means of the rail element.
  • the trapezoidal element can be designed to be particularly stable on the hard trapezoidal intermediate layer element if the trapezoidal part has a trapezoidal body reinforced by transverse rib elements.
  • the trapezoidal part has a hollow body. This allows the trapezoidal part to nestle better against the shape of the trapezoidal bead, so that the effective contact between the trapezoidal intermediate layer element and the polyvalent threshold element can be intensified. Furthermore, the hard trapezoidal intermediate layer element can be produced with a smaller proportion of material.
  • the hollow body has a two-part cavity, which is spatially subdivided by a transverse inner web, the hollow trapezoidal part can be realized with improved stability.
  • a further material saving can be achieved on the hard trapezoidal intermediate layer element if the hard trapezoidal intermediate layer element has an elongated material recess on at least two of its edges.
  • the elongated material recesses preferably extend in the direction of the long sides of the hard trapezoidal intermediate layer element, as a result of which the elongated material recesses can also be larger from the single elastic intermediate layer element.
  • An advantageous interlocking of the hard trapezoidal intermediate layer element with one or more angled guide plates of the rail fastening system can be achieved if the single elastic intermediate layer element has two protruding tooth parts on at least two of its edges. These cantilevered tooth parts protrude beyond the material recess in such a way that they can be perfectly interlocked with a correspondingly complementary angular guide plate.
  • a rail fastening system equipped with the present trapezoidal intermediate layer element fulfills the requirements for use on a slab track in combination with polyvalent threshold elements.
  • the rail fastening system comprises an angled guide plate which has two material recesses on at least two plate ends.
  • the two material recesses are cut out on the angled guide plate in such a way that both the two protruding tooth parts of the single elastic intermediate layer element and the two protruding tooth parts of the hard trapezoidal intermediate layer element can engage in the angled guide plate, whereby a particularly intimate operative connection between the single elastic intermediate layer element and the angle guide plate on the one hand and the hard trapezoidal intermediate layer element and the angle guide plate on the other hand can be generated.
  • This allows the individual components of the rail fastening system to interlock particularly well.
  • the respective angled guide plate can itself transmit larger transverse forces acting on the rail elements into the fixed track or into the relevant threshold elements.
  • the two material cutouts are preferably cut out in a cuboid shape in an edge region of the angled guide plates.
  • the two material recesses are preferably both arranged on the long sides of the angled guide plate, so that the protruding tooth parts can be inserted into the angled guide plate with an accurate fit.
  • the angled guide plate can be more easily mounted on the rail fastening system.
  • advantageous tooth part receiving pockets which are preferably open on three sides, can be formed on the angle guide plate.
  • a weight reduction can be achieved through the material recesses provided on the angled guide plates, in order, on the one hand, to facilitate assembly and, on the other hand, to ensure cost-saving use of material.
  • both the single elastic intermediate layer element and the hard trapezoidal intermediate layer element can expediently be operatively connected to the angled guide plate in a form-fitting manner.
  • the first possible elastic intermediate layer element 1 shown can be the only elastic intermediate layer element 1 of an intermediate structure 2 of a rail fastening system S shown as an example (cf. Figure 6 ) for attaching a rail element 3 to a concrete sleeper element 4 of a fixed track 5 of a track bed (not shown), the single elastic intermediate layer element 1 over its cross-section 6 (cf. also Figure 1B ) has a variable elasticity distribution seen both in the longitudinal direction 7A of its longitudinal extent 8 and in the transverse direction 7B transversely to its longitudinal extent 8 (transverse extent).
  • This single elastic intermediate layer element 1 directly adjoins a rail foot 9 of the rail element 3 and thus the underside 10 of the rail element 3 (see also FIG Figure 6 ) at.
  • the single elastic intermediate layer element 1 has two different areas of elasticity, namely a more elastic, circular elastic inner area 15 and a less elastic elastic outer area 16, this elastic inner elastic area 15, with a corresponding design of the single elastic intermediate layer element 1, alternatively also being elliptical or oval.
  • the more elastic, circular elastic inner region 15 extends concentrically around the center point 17 of the single elastic intermediate layer element 1 and is completely spaced from the circumferential sides or edges 18, 19, 20 and 21 of the single elastic intermediate layer element 1 on the single elastic intermediate layer element 1.
  • the more elastic, circular inner elasticity area 15 has a diameter D of 80 mm.
  • the more elastic, circular elastic inner area 15 has a minimum distance of 20 mm from all edges 18 to 21 in order to ensure sufficient stability of the single elastic intermediate layer element 1 overall in the long term.
  • the single elastic intermediate layer element 1 is made thinner in the more elastic, circular inner elasticity area 15 than in the less elastic outer elasticity area 16, whereby at least in this exemplary embodiment the elasticity distribution, which can be changed over the cross section 6, is structurally easy to generate and adjust.
  • the single elastic intermediate layer element 1 has a thickness d of only 5.5 mm in the more elastic, circular elastic inner region 15, while it has a thickness or height h of 10 mm in the less elastic outer elastic region 16.
  • the single elastic intermediate layer element 1 in this exemplary embodiment has a body 22 made of ethylene-propylene-diene rubber, EPDM for short.
  • the single elastic intermediate layer element 1 has a static spring index of 35 kN / mm, a dynamic spring index of ⁇ 45 kN / mm and thus a stiffening factor ⁇ 1.3 with regard to the ratio between dynamic spring index and static spring index.
  • the single elastic intermediate layer element 1 has an elongated material notch 23 and 24 on its long side edges 18 and 20, the length of which extends (not separately numbered) in the direction 7 of the longitudinal extension 8 of the single elastic intermediate layer element 1.
  • the single elastic intermediate layer element 1 has two cantilevered tooth parts 25 and 26 or 27 and 28 on its long side edges 18 and 20, whereby the single elastic intermediate layer element 1 at its long side edges 18 and 20 with a further components of the rail fastening system S, for example with an angled guide plate 90 (see in particular Figures 5A to 5D ) of the rail fastening system S, can interlock particularly well in a form-fitting manner in order, for example, to improve a flow of forces within the rail fastening system S.
  • the protruding tooth parts 25 and 26 or 27 and 28 project for this purpose beyond the respective material notches 23 and 24.
  • the single elastic intermediate layer element 1 with its elasticity distribution that can be changed over the cross-section 6 is in the present case very simply constructed in that the more elastic, circular inner elasticity area 15 is produced by means of a correspondingly large circular material recess 30 worked centrally into the single elastic intermediate layer element 1. This circular material recess 30 is applied concentrically around the center point 17 of the single elastic intermediate layer element 1.
  • While the single elastic intermediate layer element 1 has this circular material recess 30 on its upper side 31, it is completely flat on its lower side 32.
  • the single elastic intermediate layer element 1 is only approximately half as thin as in the less elastic in the more elastic, circular elastic inner region 15, due to the circular material recess 30 configured elasticity outer area 16, the variable elasticity distribution of the single elastic intermediate layer element 1 does not change continuously in the direction 7 of the longitudinal extension 8, but changes abruptly at the edge 33 of the circular material recess 30.
  • the first possible hard trapezoidal intermediate layer element 40 shown can, in addition to the single elastic intermediate layer element 1, the only further component of the intermediate structure 2 of the example in FIG Figure 6 be shown rail fastening system S for fastening the rail element 3 to the concrete sleeper element 4 of the slab track 5.
  • the hard trapezoidal intermediate layer element 40 is characterized in particular by a trapezoidal part 41, which is complementary to a trapezoidal bead 42 present in the concrete sleeper element 4 (see example Figure 6 ) and can be inserted into this trapezoidal bead 42. In this way, by means of the hard trapezoidal intermediate layer element 40, transverse forces acting on the rail element 4 can be introduced or diverted directly into the fixed track 5 or the respective concrete sleeper element 4 by means of the intermediate structure 2.
  • the hard trapezoidal intermediate layer element 40 is arranged between the single elastic intermediate layer element 1 and the concrete sleeper element 4 of the slab track 5, specifically under the rail element 4 (see for example Figure 6 ) that specifically the trapezoidal part 41 can be placed in a trapezoidal bead 42 located under the rail element 4. In this respect, the trapezoidal part 41 is arranged below the rail element 4.
  • the hard trapezoidal intermediate layer element 40 is flat except for the trapezoidal part 41 and has one on each of its two long side edges 43 and 44 elongated material recess 45 and 46, the elongated material recesses 45 and 46 extending in the direction 47 of the longitudinal extension 48 of the hard trapezoidal intermediate layer element 40.
  • the hard trapezoidal intermediate layer element 40 also has two cantilevered tooth parts 49 and 50 or 51 and 52 on the two long side edges 43 and 44, whereby the hard trapezoidal intermediate layer element 40 at its long side edges 43 and 44 with another component of the rail fastening system S, such as with an angled guide plate 90 (see in particular Figures 5A to 5D ) of the rail fastening system S, can interlock in a particularly intimate, form-fitting manner, for example to improve a flow of forces within the rail fastening system S.
  • the protruding tooth parts 49 and 50 or 51 and 52 protrude for this purpose beyond the respective material recess 45 or 46.
  • the trapezoidal part 41 extends with its trapezoidal part longitudinal extension 54 from a first short side edge 55 to a second short side edge 56 of the hard trapezoidal intermediate layer element 40 and thus also in the direction 47 of the longitudinal extension 48 of the hard trapezoidal intermediate layer element 40, the trapezoidal part 41 being off-center on the hard trapezoid Intermediate layer element 40 is placed, as particularly well according to the illustration according to FIG Figure 2B is recognizable.
  • the trapezoidal part 41 consists of a large number of transverse rib elements 57 (only numbered as an example) arranged transversely with respect to its trapezoidal part longitudinal extension 54, which on a flat, approximately 3 mm thick base body 58 of the hard trapezoidal intermediate layer element 40 has a trapezoidal body 59 of the Trapezoidal part 41 condition.
  • the transverse rib elements 57 are arranged in a row 60 and with a distance 61 of 3 mm next to one another.
  • the transverse rib elements 57 have a approximately 5 mm thick base section 62, by means of which they merge into the flat base body 58 of the hard trapezoidal intermediate layer element 40.
  • the transverse rib elements 57 protrude a total of approximately 18 mm above the flat base body 58, with a thickness of 3 mm at their respective tip 63. Tapering narrower in this way, the transverse rib elements 57 arranged next to one another each enclose an angle 64 of 6 ° with one another.
  • transverse rib elements 57 taper conically into the approximately 10 mm wide tip 63, their respective two flanks 65 and 66 including a flank angle 67 of 60 ° with one another.
  • the alternative possible hard trapezoidal intermediate layer element 140 shown may, in addition to the single elastic intermediate layer element 1, also be the only further component of the intermediate structure 2 of the example in FIG Figure 6 be shown rail fastening system S for fastening the rail element 3 to the concrete sleeper element 4 of the slab track 5.
  • the alternative hard trapezoidal intermediate layer element 140 has a trapezoidal part 141, which is complementary to a trapezoidal bead 42 present in the concrete sleeper element 4 (see exemplary FIG Figure 6 ), so that transverse forces acting on the rail element 4 by means of the alternative hard trapezoidal intermediate layer element 140 can also be introduced or diverted directly into the slab track 5 or the respective concrete sleeper element 4 by means of the intermediate structure 2.
  • the hard trapezoidal intermediate layer element 140 is arranged between the single elastic intermediate layer element 1 and the concrete sleeper element 4 of the slab track 5, specifically under the rail element 4 (see exemplary FIG Figure 6 ) that specifically the trapezoidal part 141 can be placed in a trapezoidal bead 42 located under the rail element 4.
  • the alternative hard trapezoidal intermediate layer element 140 is flat with its flat base body 158 except for the trapezoidal part 141 and has an elongated material recess 145 and 146 on its two long side edges 143 and 144, which extends in the direction 147 of the longitudinal extension 148 of the hard trapezoid -Layer element 140 extend.
  • the alternative hard trapezoidal intermediate layer element 140 also has two cantilevered tooth parts 149 and 150 or 151 and 152 on each of the two long side edges 143 and 144.
  • the protruding tooth parts 149 and 150 or 151 and 152 also protrude here beyond the respective material recess 145 or 146.
  • the trapezoidal part 141 extends with its trapezoidal part longitudinal extension 154 from a first short side edge 155 to a second short side edge 156 of the alternative hard trapezoidal intermediate layer element 140 and thus also in the direction 147 of the longitudinal extension 148 of the alternative hard trapezoidal intermediate layer element 140.
  • the trapezoidal part 141 consists of a large number of transverse rib elements 157 (only numbered as an example) arranged transversely with respect to its trapezoidal part longitudinal extension 154, which form a trapezoidal body 159 on the flat base body 158 of the alternative hard trapezoidal intermediate layer element 140.
  • the transverse rib elements 157 are arranged at a distance from one another in a row 160 next to one another, the individual transverse rib elements 157 being additionally connected to one another by means of a central web part 170. This significantly increases the stability of the trapezoidal part 141.
  • the alternative hard trapezoidal spacer element 140 from FIGS Figures 3A to 3C is up to the central web part 170 with the in the Figures 2A to 2D shown hard trapezoidal intermediate layer element 40 of identical design. In this respect, reference is also made to the relevant description.
  • hard trapezoidal intermediate layer element 240 shown can, in addition to the single elastic intermediate layer element 1, also be the only further component of the intermediate structure 2 of the example in FIG Figure 6 be shown rail fastening system S for fastening the rail element 3 to the concrete sleeper element 4 of the slab track 5.
  • the further hard trapezoidal intermediate layer element 240 is, apart from its trapezoidal part 241, essentially identical to the hard trapezoidal intermediate layer elements 40 described above ( Figures 2A to 2D ) and 140 ( Figures 3A to 3C ). In this respect, only the differently constructed trapezoidal part 241 is discussed below and reference is made to the above description with regard to the rest of the construction of the further hard trapezoidal intermediate layer element 240 in order to avoid repetition.
  • the trapezoidal part 241 of the further hard trapezoidal intermediate layer element 240 is characterized by a hollow body 275, the hollow body 275 having a two-part cavity 276 which is spatially divided by a stabilizing transverse inner web 277. Due to the hollow body 275, the trapezoidal part 241 is built with less material and the further hard trapezoidal intermediate layer element 240 is correspondingly light.
  • the two hollow chambers 278 and 279 of the two-part hollow space 276 are conical in this case by reinforced wall areas 280 (only numbered by way of example) so that the trapezoidal part 241 is very stable despite the hollow body 275.
  • the shown first possible angled guide plate 90 of the rail fastening system S shown as an example (cf. Figure 6 ) for fastening the rail element 3 to the concrete sleeper element 4 of the slab track 5 of a track bed (not shown) has two material recesses 92 and 93 at one plate end 91, into which the cantilevered tooth parts 25, 26 or 27, 28 and 49, 50 or 51, 52 or 149, 150 or 151 , 152, in order to interlock the corresponding components of the intermediate structure 2 with the respective angled guide plate 90 in a particularly intimate manner.
  • the two material recesses 92 and 93 are placed on a long side 94 of the angled guide plate 90 and also in the corners 95 and 96 of the long side 94, so that the correspondingly complementary projecting tooth parts 25, 26 or 27, 28 and 49, 50 or 51, 52 or 149, 150 or 151, 152 can engage precisely in the respective material recess 92 or 93.
  • the angled guide plate 90 comprises a trapezoidal wedge element 97, by means of which it is inserted into a further trapezoidal bead 98 (see FIG Figure 6 ) the slab track 5 can intervene.
  • the rail fastening system S shown as an example has the present advantageous intermediate structure 2, which is composed only of a single elastic intermediate layer element 101 according to the invention, from a hard trapezoidal intermediate layer element 340 according to the invention comprising a trapezoidal part 341 (cf. Figures 1 to 4 ).
  • the hard trapezoidal intermediate layer element 340 is fixed by means of its trapezoidal part 314 in the trapezoidal bead 42 of the concrete sleeper element 4, as described in detail above.
  • This single elastic intermediate layer element 101 and this hard trapezoidal intermediate layer element 340 are moreover connected to the angle guide plates 190 in the manner described above (cf. Figure 5 ) interlocked with one another.
  • Both the rail foot 9 and the respective angled guide plate 190 are braced with respect to the concrete sleeper element 4 by means of a conventional tension clamp 11 (only numbered as an example).
  • the tension clamp 11 (numbered only by way of example) is tensioned by means of a screw 13 (numbered only by way of example), which is screwed in a known manner into a dowel 12 (numbered only by way of example) with internal and external threads inserted in the concrete sleeper element 4.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
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  • Connection Of Plates (AREA)

Claims (16)

  1. Système, constitué d'au moins un système de fixation de rails (S), destiné à fixer un élément de rail (3) sur une voie de circulation (5) fixe et sur une voie de circulation (5) fixe, sur lequel, entre un élément de rail (3) et la voie de circulation (5) fixe est placée une structure intermédiaire (2), au moyen de laquelle l'élément de rail (3) est en liaison active élastique avec la voie de circulation (5) fixe, caractérisé en ce que la structure intermédiaire (2) comprend uniquement un seul élément intercalaire (1 ; 101) élastique, lequel fait preuve sur sa section transversale (6) dans la direction (7A) de son extension longitudinale (8) et/ou dans la direction (7B) transversale à son extension longitudinale (8) d'une élasticité à répartition variable, le seul élément intercalaire (1 ; 101) élastique comportant une zone intérieure d'élasticité (15), conçue de manière élastique, placée de manière concentrique autour d'un point médian (17), et la voie de circulation (5) fixe comportant des éléments de seuil polyvalents, la structure intermédiaire (2) du système de fixation de rails (S) comprenant un élément intercalaire trapézoïdal (40 ; 140 ; 240 ; 340) dur, conçu avec une partie trapézoïdale (41 ; 141 ; 241 ; 341), lequel est placé entre le seul élément intercalaire (1 ; 101) et un élément constitutif (4) de la voie de circulation (5) fixe.
  2. Système (S) selon la revendication 1, caractérisé en ce que le seul élément intercalaire (1 ; 101) élastique comporte sur au moins deux de ses bords (18, 20) chaque fois une encoche de matière (23, 24) allongée.
  3. Système (S) selon la revendication 1 ou 2, caractérisé en ce que la partie trapézoïdale (41 ; 141 ; 241 ; 341) de l'élément intercalaire trapézoïdal (40 ; 140 ; 240 ; 340) dur fait face à la voie de circulation (5).
  4. Système (S) selon l'une quelconque des revendications 1 à 3, caractérisé en ce que la partie trapézoïdale (41 ; 141) comporte un corps (59 ; 159) de forme trapézoïdale, créé par une pluralité d'éléments à nervures transversales (57 ; 157).
  5. Système (S) selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'élément intercalaire trapézoïdal (40 ; 140 ; 240 ; 340) dur comporte sur au moins deux de ses bords (43, 44, 55, 56 ; 143, 144, 155, 156) chaque fois une encoche de matière (45, 46 ; 145, 146) allongée.
  6. Système (S) selon l'une quelconque des revendications 1 à 5, caractérisé en ce que l'élément intercalaire trapézoïdal (41 ; 141 ; 241 ; 341) dur comporte sur au moins deux de ses bords (43, 44, 55, 56 ; 143, 144, 155, 156) chaque fois deux pièces dentées (49, 50, 51, 52 ; 149, 150, 151, 152) débordantes.
  7. Système (S) selon l'une quelconque des revendications 1 à 6, caractérisé en ce que le système de fixation de rails (S) comprend une plaque de guidage angulaire (90 ; 190), laquelle comporte sur au moins une extrémité de plaque (91) deux évidements de matière (92, 93), destinés à recevoir des pièces dentées (25, 26, 27, 28 ; 49, 50, 51, 52 ; 149, 150, 151, 152).
  8. Système (S) selon l'une quelconque des revendications 1 à 7, caractérisé en ce que le seul élément intercalaire (1 ; 101) élastique est placé en étant directement adjacent à une face inférieure (10) de l'élément de rail (3).
  9. Système (S) selon l'une quelconque des revendications 1 à 8, caractérisé en ce que l'élément intercalaire trapézoïdal (40 ; 140 ; 240 ; 340) dur est immobilisé au moyen de plaques de guidage angulaires (90) sur la voie de circulation (5) fixe.
  10. Système (S) selon l'une quelconque des revendications 2 à 9, caractérisé en ce que l'encoche de matière (23, 24) allongée s'étend dans la direction des bords des côtés longitudinaux (18 20) du seul élément intercalaire (1) élastique.
  11. Système selon l'une quelconque des revendications 3 à 10, caractérisé en ce que la partie trapézoïdale (41 ; 141 ; 241 ; 341) de l'élément intercalaire trapézoïdal (40 ; 140 ; 240 ; 340) dur est placée en-dessous de l'élément de rail (4).
  12. Système selon l'une quelconque des revendications 4 à 11, caractérisé en ce que les éléments à nervures transversales (57 ; 157) sont renforcés par une pièce intermédiaire à listels (170).
  13. Système selon l'une quelconque des revendications 5 à 12, caractérisé en ce que les évidements de matière (45 ; 46 ; 145 ; 146) allongés s'étendent dans la direction (47 ; 147) de l'extension longitudinale (48 ; 148) de l'élément intercalaire trapézoïdal (40 ; 140 ; 240 ; 340) dur.
  14. Système selon l'une quelconque des revendications 6 à 13, caractérisé en ce que les deux évidements de matière (92 ; 93) sont placés tous deux sur un côté longitudinal (94) de la plaque de guidage angulaire (90 ; 190).
  15. Système selon la revendication 14, caractérisé en ce que les deux évidements de matière (92 ; 93) sont placés dans des coins (95 ; 96) de la plaque de guidage angulaire (90 ; 190).
  16. Système selon l'une quelconque des revendications 8 à 15, caractérisé en ce que le seul élément intercalaire (1 ; 101) élastique comporte une zone intérieure d'élasticité (15) conçue de manière élastique, entièrement écartée des bords (18 ; 19 ; 20 ; 21) du seul élément intercalaire (1 ; 101) élastique, notamment l'écart par rapport aux bords (18 ; 19 ; 20 ; 21) étant inférieur à 30 mm, de préférence inférieur à 20 mm, de manière tout particulièrement préférentielle, une zone extérieure d'élasticité (16) conçue de manière moins élastique entourant entièrement la zone intérieure d'élasticité (15) conçue de manière élastique.
EP14759163.0A 2013-09-13 2014-09-03 Système ayant un systèm de fixation de rail et une voie ferrée sans ballast Active EP3044372B1 (fr)

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PL14759163T PL3044372T3 (pl) 2013-09-13 2014-09-03 System składający się z systemu mocowania szyn i utwardzonej nawierzchni toru

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DE102013218424 2013-09-13
PCT/EP2014/068752 WO2015036304A1 (fr) 2013-09-13 2014-09-03 Système de fixation de rail

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EP (1) EP3044372B1 (fr)
JP (1) JP6521980B2 (fr)
KR (1) KR102032515B1 (fr)
CN (1) CN105518215B (fr)
AU (1) AU2014320579A1 (fr)
CA (1) CA2920961A1 (fr)
CL (1) CL2016000557A1 (fr)
DK (1) DK3044372T3 (fr)
ES (1) ES2856000T3 (fr)
IL (1) IL244562B (fr)
MA (1) MA38786B1 (fr)
MY (1) MY179476A (fr)
PH (1) PH12016500251B1 (fr)
PL (1) PL3044372T3 (fr)
RU (1) RU2719086C2 (fr)
SG (1) SG11201601574YA (fr)
TN (1) TN2016000091A1 (fr)
UA (1) UA118454C2 (fr)
WO (1) WO2015036304A1 (fr)

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WO2018192949A1 (fr) * 2017-04-19 2018-10-25 Sika Technology Ag Système de fixation permettant de fixer un rail
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DE102019207929A1 (de) * 2019-05-29 2020-12-03 Schwihag Ag Schienenbefestigungssystem
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CN105518215A (zh) 2016-04-20
IL244562B (en) 2020-09-30
KR20160027010A (ko) 2016-03-09
JP6521980B2 (ja) 2019-05-29
UA118454C2 (uk) 2019-01-25
AU2014320579A2 (en) 2016-06-09
RU2719086C2 (ru) 2020-04-17
US20160138226A1 (en) 2016-05-19
KR102032515B1 (ko) 2019-10-15
EP3044372A1 (fr) 2016-07-20
SG11201601574YA (en) 2016-04-28
TN2016000091A1 (en) 2017-07-05
PH12016500251A1 (en) 2016-05-16
RU2016113822A (ru) 2017-10-16
JP2016534262A (ja) 2016-11-04
CN105518215B (zh) 2017-12-15
MA38786A1 (fr) 2017-01-31
WO2015036304A1 (fr) 2015-03-19
ES2856000T3 (es) 2021-09-27
CL2016000557A1 (es) 2016-09-09
MY179476A (en) 2020-11-07
CA2920961A1 (fr) 2015-03-19
PL3044372T3 (pl) 2021-08-23
DK3044372T3 (da) 2021-04-12
US10094070B2 (en) 2018-10-09
RU2016113822A3 (fr) 2018-06-18
MA38786B1 (fr) 2017-10-31
AU2014320579A1 (en) 2016-03-10
IL244562A0 (en) 2016-04-21
PH12016500251B1 (en) 2016-05-16

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