EP3452659B1 - Semelle de rail - Google Patents

Semelle de rail Download PDF

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Publication number
EP3452659B1
EP3452659B1 EP17718918.0A EP17718918A EP3452659B1 EP 3452659 B1 EP3452659 B1 EP 3452659B1 EP 17718918 A EP17718918 A EP 17718918A EP 3452659 B1 EP3452659 B1 EP 3452659B1
Authority
EP
European Patent Office
Prior art keywords
intermediate layer
longitudinal
recesses
transverse
web
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.)
Active
Application number
EP17718918.0A
Other languages
German (de)
English (en)
Other versions
EP3452659A1 (fr
Inventor
Herwig Miessbacher
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
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Semperit AG Holding
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Semperit AG Holding filed Critical Semperit AG Holding
Priority to PL17718918T priority Critical patent/PL3452659T3/pl
Publication of EP3452659A1 publication Critical patent/EP3452659A1/fr
Application granted granted Critical
Publication of EP3452659B1 publication Critical patent/EP3452659B1/fr
Active legal-status Critical Current
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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
    • 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
    • E01B9/686—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape with textured surface
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise

Definitions

  • the present invention relates to an intermediate layer, in particular a rail intermediate layer.
  • Elastic rail spacers have the task of elastically decoupling the rail from the underlying (rail) threshold.
  • the forces absorbed by the rail are diverted into the sleeper via the rail intermediate layer, with forces occurring in the vertical and horizontal directions relative to the underside of the rail. Due to the acting forces, the intermediate layer is mainly elastically deformed by the vertical forces or in the vertical direction.
  • the dynamically occurring wheel forces and the relatively soft, elastic rail bearings enable the rail to oscillate largely freely.
  • the sound waves caused by these vibrations are generally referred to as rail noise.
  • the publication DE 10 2014 216 543 A1 an intermediate layer, in particular a rail intermediate layer, with an upper side and a lower side, the upper side having an upper arrangement surface and the underside having a lower arrangement surface.
  • the upper arrangement surface defines an upper base plane for arrangement on a rail and the lower arrangement surface defines a lower base plane for arrangement on a railway sleeper.
  • the upper side and / or the lower side have at least one support section which is designed accordingly.
  • the publication DE 100 48 787 A1 relates to a bearing for a track section with cross sections deviating from one another along the track section, in particular in the form of a switch, the bearing comprising a plurality of support points, each with a base plate such as a ribbed plate, a tongue root plate or a ribbed plate with a sliding chair or with a support frame.
  • FR 2 630 466 A1 discloses an intermediate layer for arrangement between a railway sleeper and a track, the intermediate layer having longitudinal webs on its upper side and on the lower side, which extend along a longitudinal extension. Cross bars can also be seen. Longitudinal depressions and transverse depressions are provided, which form the transverse webs and longitudinal webs.
  • the DE 22 10 741 B1 shows an intermediate layer for arrangement between a sleeper and a track.
  • the intermediate layer has longitudinal webs and transverse webs on the underside. Recesses or grooves can be seen between the longitudinal webs and transverse webs.
  • an intermediate layer or a rail intermediate layer which is designed or designed to be arranged between a railway sleeper and a track, has a longitudinal web on its upper side and / or on its lower side, which extends along a longitudinal direction, which in the installed state of the intermediate layer is a Corresponds to the track direction, the longitudinal web ends in or on at least one transverse web, the length of which transversely to the longitudinal direction is greater than a width of the longitudinal web in this direction, the at least one longitudinal web being formed or defined or delimited by longitudinal depressions, and wherein the at least one crosspiece is formed or defined or delimited by one or more transverse recesses.
  • an end region of the intermediate layer is disproportionately reinforced in this region by means of a special shape, namely the crossbar.
  • both end regions of the intermediate layer are provided with a crossbar.
  • the intermediate layer can thus be divided into three regions along the longitudinal direction, two end regions which have or comprise the transverse web and an intermediate central region in which the at least one longitudinal web is formed or arranged.
  • the advantageous properties of the intermediate layer are in fact achieved in that the at least one longitudinal web does not penetrate the entire intermediate layer but ends in or on the transverse webs.
  • the side of the intermediate layer which does not have the longitudinal or transverse recesses is, for example, smooth or flat.
  • This smooth side is expediently the upper side which is oriented towards the rail, the lower side of the intermediate layer preferably having the longitudinal or transverse depressions.
  • the intermediate layer can also be installed / formed the other way around.
  • both the upper side and the lower side are provided with the corresponding longitudinal or transverse recesses, so they expediently have the same structure / configuration.
  • the intermediate layer is preferably symmetrical in relation to the longitudinal direction.
  • the intermediate layer thus has a center line which extends along the longitudinal direction.
  • the at least one longitudinal web is in particular formed by at least two longitudinal depressions which extend essentially along the longitudinal direction. These longitudinal depressions are preferably continuous, but can also have, for example, a stepped structure / shape, for example in the form of a perforation.
  • transverse depressions which preferably extend essentially transversely or perpendicular to the longitudinal direction and are preferably designed to be continuous. It applies to both the longitudinal recesses and the transverse recesses that they are not exactly parallel or perpendicular to the longitudinal direction but they may also have a wave or zigzag structure, for example. An inclination not equal to zero or not equal to 90 ° with respect to the longitudinal direction is also possible in order to influence the damping or stiffness behavior of the intermediate layer.
  • the longitudinal depressions mentioned are in particular “inner” longitudinal depressions, which are preferably connected to the transverse depressions.
  • the longitudinal web merges into the cross web or webs, so that corresponding connection areas are formed, which can be used to influence in particular the torsional behavior of the intermediate layer.
  • a structure is preferred which, in plan view, resembles a double-T beam or profile, the web of the double-T profile being formed by the longitudinal web and the flanges of the double-T profile by the cross-beams.
  • the one or more transverse webs and the at least one longitudinal web could also be separated from one another by a transverse recess.
  • the transverse web (s) are delimited by external longitudinal depressions, in particular transverse to the longitudinal direction.
  • the transverse webs therefore preferably do not take up the entire width of the intermediate layer (without a restriction of generality, this is generally referred to as two transverse webs).
  • a width of the intermediate layer is in preferred embodiments, for. B. in a range of about 100 to 210 mm, particularly preferably in a range of about 120 to 200 mm, for example about 194 mm.
  • a length of the intermediate layer, which extends along the longitudinal direction or the track direction, is in preferred embodiments approximately 100 to 210 mm, particularly preferably approximately 160 to 200 mm, for example approximately 190 mm.
  • the length of the crosspieces is expediently approximately 30 to 150 mm, preferably approximately 40 to 110 mm, particularly preferably approximately 50 to 60 mm.
  • the crossbars can also span the entire width of the intermediate layer.
  • the transverse webs of both end areas are preferably dimensioned the same.
  • one crosspiece can, for example, be wider or narrower than the other.
  • a preferred width of the at least one longitudinal web lies in a range of approximately 8 to 30 mm, in particular in a range of approximately 10 to 20 mm.
  • the aforementioned outer longitudinal depressions are formed over the entire length of the intermediate layer. They are thus continuously shaped, whereby “continuously” is not to be understood to mean that the shape or geometry of the longitudinal depressions must be the same over the entire length of the intermediate layer.
  • a continuous longitudinal recess could, for example, also be formed by a large number of recesses arranged one behind the other along the longitudinal direction in the form of small bores or recesses (similar to a perforation).
  • the outer longitudinal recesses are connected to the inner longitudinal recesses by transverse recesses.
  • additional or side webs are expediently formed between the outer longitudinal depressions, the inner longitudinal depressions and the transverse depressions, through which the damping characteristic of the intermediate layer can be further influenced.
  • the additional or side webs can be formed continuously along the longitudinal direction. For their part, however, they can also be subdivided by a plurality of longitudinal depressions and / or transverse depressions in order to influence the rigidity or the elasticity of the intermediate layer.
  • the longitudinal or transverse recesses have a depth of approximately 2 to 8 mm, preferably approximately 3 to 6 mm and particularly preferably a depth of approximately 5 mm.
  • a cross section of the depressions is preferably trapezoidal, the depressions widening toward the respective top or bottom of the intermediate layer, in particular trapezoidally.
  • a round shape such as, for example, a semicircular structure or another angular shape, such as, for example, a square or rectangular shape, is also expedient, the method used to produce the intermediate layer also being decisive here.
  • P refer a (plastic) extrusion or injection molding process is used for the intermediate layer.
  • a depth of the depressions is in a ratio of about 0.1 to 0.8 in relation to a total thickness of the intermediate layer, which in various embodiments is in a range of approximately 5 to 14 mm.
  • the width of the depressions is in a range from approximately 4 to 8 mm, preferably approximately 5 to 7 mm, particularly preferably approximately 6 mm.
  • a width of about 6 mm is provided on the corresponding top or bottom of the intermediate layer and a width of about 2 to 6 mm, preferably about 3 to 5 mm and particularly preferably about 4 mm at the bottom of the depression.
  • the at least one longitudinal web is made of a material of lower rigidity than the rest of the intermediate layer. This can be done, for example, as part of a 2K extrusion or injection molding process for the intermediate layer.
  • the different material stiffness can, however, also be achieved by appropriate post-treatment, be it chemical or physical.
  • crosspiece or the crosspieces are expediently made of a material of higher rigidity than the rest of the intermediate layer. What has been said in relation to the longitudinal web applies.
  • a width of the transverse web (s), measured along the longitudinal direction, is approximately 5 to 40% of the total length of the intermediate layer in this direction, particularly preferably approximately 5 to 20%.
  • the width is about 10 to 35 mm, particularly preferably about 20 to 30 mm, in particular z. B. 25 mm.
  • the crossbars may not take up the entire width of the intermediate layer. The end regions are thus divided into a region 1 and a region 2, the region 2 being formed by crosspieces.
  • the area 1 or the two “areas 1" (left and right next to the area 2, based on the longitudinal direction) of an end area can have a different material stiffness than the central area of the intermediate layer according to one embodiment, this being done via a different material, cf. z. B. the aforementioned two-component process or the chemical or physical aftertreatment mentioned can be achieved. A material stiffening can also be realized in that there are no longitudinal depressions in this area.
  • these recesses preferably have essentially the shape of elongated holes which extend along the longitudinal direction.
  • the elongated holes expediently have a width, transverse to the longitudinal direction, of approximately 14 to 18 mm, for example approximately 16 mm, and a length, along the longitudinal direction, of approximately 40 to 50 mm, for example approximately 45 mm.
  • a depth is approximately 2 to 5 mm, particularly preferably approximately 3 to 4 mm, in particular approximately 3.5 mm.
  • the intermediate layer has recesses on its two longitudinal sides, which serve to arrange a rail fastening system, the recesses being, for. B. have a length of about 70 to 90 mm, preferably from about 75 to 80 mm.
  • the intermediate layer in particular in the region of or adjacent to the recesses, preferably has a projection or a tab which can be used to arrange the components of a rail fastening system, wherein the tab protrudes about 2 to 4 mm over the respective side wall of the intermediate layer.
  • the tab is preferably arranged on the underside of the intermediate layer, which is assigned to the (web) threshold.
  • the intermediate layer has a static rigidity / k SP of approximately 180 kN / mm, with a length of approximately 190 mm. If the intermediate layer is shortened on both sides to the height of the crossbars (e.g. to a new length of approx. 140 mm), the influence of the stiffness of the crossbars becomes apparent. The stiffness value (k sp ) is reduced from 180 to 145 kN / mm.
  • a ratio of the dynamic stiffness k LFP to the static stiffness k SP i.e. the stiffening of the intermediate layer k LFP 10 Hz / k SP (tested according to EN 13481-2-C or EN 13146-9), is set in preferred embodiments in such a way that the ratio is ⁇ 1.5.
  • Fig. 1 shows an underside 12 of an intermediate layer 10, which extends along a longitudinal direction L, which corresponds to a track direction G.
  • the intermediate layer 10 ends in the longitudinal direction L in each case in two end regions E.
  • the end regions are divided into a region 1 and a region 2, the region 2 being formed by transverse webs 40 which extend essentially transversely to the longitudinal direction L.
  • the end regions E or the transverse webs 40 have a length of approximately 25 mm along the longitudinal direction L, the width of the transverse webs 40, transverse to the longitudinal direction L, being approximately 30 to 60 mm.
  • the length of the intermediate layer 10 along the longitudinal direction L is approximately 190 mm, the width approximately 194 mm.
  • the transverse webs 40 are connected by a longitudinal web 20 extending along the longitudinal direction L.
  • the transverse webs 40 are delimited by outer longitudinal depressions 62.
  • the longitudinal web 20 is formed by inner longitudinal depressions 64.
  • the outer longitudinal depressions 62 and the inner longitudinal depressions 64 are connected by transverse depressions 60, additional webs 22 being formed by this geometry.
  • the entire configuration of the intermediate layer 10 is symmetrical with respect to the outlined longitudinal direction L, which can also be referred to as the center line.
  • the outer longitudinal depressions 62 are at a distance of approximately 23 to 25 mm from the respective inner longitudinal depressions 64.
  • the intermediate layer 10 comprises four corner regions 14, recesses 70 being arranged in each of these corner regions 14, which in plan view essentially have the shape of elongated holes.
  • the recesses 70 have a length of approximately 45 mm and a width of approximately 16 mm. Between the recesses 70 there are recesses 72 in the intermediate layer 10 along the longitudinal direction L, which are used for the arrangement or installation of further rail fastening means, not shown here. In the embodiment shown here, the area of the recesses 72 is provided with a kind of tab 74.
  • the transverse dashed lines further sketch a central region M which extends between the end regions E.
  • the stiffness of the intermediate layer 10 shown here is set according to EN 13481-2 class C or EN 13146-9 so that k SP ⁇ 350 kN / mm.
  • the stiffness value (k SP ) of the entire intermediate layer 10, with a length of approximately 190 mm, is approximately 180 kN / mm. If the intermediate layer 10 is shortened on both sides to the height of the crossbars (e.g. to a new length of approx. 140 mm), the influence of the stiffness of the crossbars becomes apparent
  • the stiffening of the intermediate layer 10 k LFP10Hz / k SP (tested according to EN 13481-2-C or EN 13146-9) is preferably set so that the ratio is ⁇ 1.5.
  • a section AA is now in further Figure 2 shown.
  • Fig. 2 shows the section AA, as sketched in Figure 1 ,
  • the cross-sectional shapes of the inner longitudinal depressions 64 and the outer longitudinal depressions 62, which are essentially trapezoidal, can be seen here.
  • the longitudinal depressions 62, 64 have a width of approximately 4 mm, towards the top 12 a width of approximately 5 mm.
  • a depth of the recess 70 is approximately 3.5 mm in the embodiment shown here.
  • the configuration of the tab 74 can also be seen.
  • the crossbar 40 is also indicated in the background.
  • Fig. 3 shows a further embodiment of an intermediate layer 10, which extends along the longitudinal direction L or a track direction G.
  • the embodiment essentially corresponds to that from FIG Figure 1 known, so that a complete identification with reference numerals is omitted here.
  • An (upper) crossbar 40 is designed to be significantly wider and takes up almost the entire width of the intermediate layer 10.
  • An actual rail width B is sketched with the arrow.
  • the extension of the cross piece corresponds to the width of the rail.
  • the intermediate layer 10 is preferably symmetrical with respect to the longitudinal direction L outlined here.
  • the illustrated embodiment has two cross webs 40 of different widths. However, the intermediate layer preferably has a further line of symmetry which is directed to the longitudinal direction L is vertical.
  • the transverse webs 40 are therefore preferably also of the same width.

Landscapes

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

Claims (15)

  1. Couche intermédiaire (10) destinée à être disposée entre une traverse de chemin de fer et une voie, qui comprend sur sa face supérieure (11) et/ou sur sa face inférieure (12) au moins une barrette longitudinale (20) qui s'étend le long d'une direction longitudinale (L) qui, à l'état monté, correspond à la direction de voie (G),
    la couche intermédiaire (10) étant subdivisée, le long de la direction longitudinale (L), en deux zones d'extrémité (E) et en une zone centrale (M) s'étendant entre les zones d'extrémité (E), ladite au moins une barrette longitudinale (20) étant réalisée ou disposée dans la zone centrale (M), et ladite au moins une zone d'extrémité (E) présentant une barrette transversale (40),
    caractérisée en ce que
    la barrette longitudinale (20) se termine dans ou sur au moins une barrette transversale (40) dont la longueur transversalement à la direction longitudinale (L) est supérieure à une largeur de la barrette longitudinale (20) dans cette direction,
    ladite au moins une barrette longitudinale (20) étant formée par des renfoncements longitudinaux traversants (62) qui s'étendent sensiblement le long de la direction longitudinale (L), et
    ladite au moins une barrette transversale (40) étant formée par un ou par plusieurs renfoncements transversaux (60).
  2. Couche intermédiaire (10) selon la revendication 1,
    dans laquelle
    les renfoncements longitudinaux (62) sont réalisés sous forme de renfoncements longitudinaux intérieurs (64) qui sont reliés aux renfoncements transversaux (60).
  3. Couche intermédiaire (10) selon la revendication 1 ou 2,
    dans laquelle
    ladite au moins une barrette transversale (40) est délimitée par des renfoncements longitudinaux extérieurs (62).
  4. Couche intermédiaire (10) selon la revendication 3,
    dans laquelle
    les renfoncements longitudinaux extérieurs (62) sont réalisés sur toute la longueur de la couche intermédiaire (10).
  5. Couche intermédiaire (10) selon l'une des revendications 3 à 4,
    dans laquelle
    les renfoncements longitudinaux extérieurs (62) sont reliés aux renfoncements longitudinaux intérieurs (64) par les renfoncements transversaux (60).
  6. Couche intermédiaire (10) selon l'une des revendications précédentes,
    dans laquelle
    une profondeur des renfoncements (60 ; 62 ; 64) par rapport à une épaisseur totale de la couche intermédiaire (10) est approximativement dans une relation de 0,1 à 0,8.
  7. Couche intermédiaire (10) selon l'une des revendications précédentes,
    dans laquelle
    ladite au moins une barrette longitudinale (20) est réalisée en un matériau de rigidité inférieure à celle du reste de la couche intermédiaire (10).
  8. Couche intermédiaire (10) selon l'une des revendications précédentes,
    dans laquelle
    ladite au moins une barrette transversale (40) est réalisée en un matériau de rigidité supérieure à celle du reste de la couche intermédiaire (10).
  9. Couche intermédiaire (10) selon l'une des revendications précédentes,
    dans laquelle
    une largeur de la barrette transversale (40) le long de la direction longitudinale (L) est d'environ 5 à 40 % d'une longueur totale de la couche intermédiaire (10).
  10. Couche intermédiaire (10) selon l'une des revendications précédentes, comprenant des évidements (70) qui sont disposés dans les zones de coin (14) de la couche intermédiaire (10).
  11. Couche intermédiaire (10) selon l'une des revendications précédentes, qui est réalisée de telle sorte qu'un rapport de la rigidité dynamique kLFP, 10 Hz sur la rigidité statique kSP > 1,5.
  12. Couche intermédiaire (10) selon l'une des revendications précédentes,
    dans laquelle
    la face supérieure (11) orientée vers le rail est lisse, et la face inférieure présente des renfoncements longitudinaux (62) ou des renfoncements transversaux (60).
  13. Couche intermédiaire (10) selon l'une des revendications précédentes,
    dans laquelle
    les renfoncements longitudinaux (62) ou les renfoncements transversaux (60) présentent une profondeur d'environ 2 à 8 mm, de préférence d'environ 3 à 6 mm et de manière particulièrement préférée une profondeur d'environ 5 mm.
  14. Couche intermédiaire (10) selon l'une des revendications précédentes,
    dans laquelle
    des barrettes supplémentaires ou des barrettes latérales (22) sont réalisées entre les renfoncements longitudinaux extérieurs (62), les renfoncements longitudinaux intérieurs (61) et les renfoncements transversaux (60), lesquelles permettent d'influencer la caractéristique d'amortissement de la couche intermédiaire (10).
  15. Couche intermédiaire (10) selon l'une des revendications précédentes,
    dans laquelle
    la couche intermédiaire (10) présente des retraits sur ses deux faces longitudinales, qui servent à l'agencement d'un système de fixation de rail.
EP17718918.0A 2016-05-02 2017-04-24 Semelle de rail Active EP3452659B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17718918T PL3452659T3 (pl) 2016-05-02 2017-04-24 Warstwa pośrednia szyny

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016108097.7A DE102016108097B3 (de) 2016-05-02 2016-05-02 Schienenzwischenlage
PCT/EP2017/059608 WO2017190970A1 (fr) 2016-05-02 2017-04-24 Semelle de rail

Publications (2)

Publication Number Publication Date
EP3452659A1 EP3452659A1 (fr) 2019-03-13
EP3452659B1 true EP3452659B1 (fr) 2020-01-22

Family

ID=58609415

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17718918.0A Active EP3452659B1 (fr) 2016-05-02 2017-04-24 Semelle de rail

Country Status (5)

Country Link
EP (1) EP3452659B1 (fr)
DE (1) DE102016108097B3 (fr)
PL (1) PL3452659T3 (fr)
RU (1) RU2702479C1 (fr)
WO (1) WO2017190970A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20240150970A1 (en) 2021-03-15 2024-05-09 Ecole polytechnique fédérale de Lausanne (EPFL) Multi-material rail pad and method for manufacturing same
DE102021127583A1 (de) * 2021-10-22 2023-04-27 Semperit Ag Holding Zwischenlage
AT525745B1 (de) 2022-04-13 2023-07-15 Getzner Werkstoffe Holding Gmbh Zwischenlage
DE102022111961A1 (de) 2022-05-12 2023-11-16 Semperit Ag Holding Zwischenlage

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Publication number Priority date Publication date Assignee Title
DE2210741B1 (de) * 1972-03-06 1973-02-15 Vossloh Werke Gmbh Gummielastische zwischenplatte für schienenbefestigungen
US4618093A (en) * 1983-12-13 1986-10-21 Ralph Mckay Limited Rail insulation pads
FR2630466B1 (fr) * 1988-04-22 1991-06-14 Spencer Moulton Ste Fse Semelle amortissante a base d'elastomere pour voie ferree
GB2228757B (en) * 1989-01-20 1993-04-07 Pandrol Ltd Rail pads
AU627314B2 (en) * 1989-06-09 1992-08-20 Pandrol Australia Pty Ltd Ribbed elastomeric rail pad
DE10048787B4 (de) * 2000-09-29 2020-05-07 Bwg Gmbh & Co. Kg Lagerung für einen Gleisabschnitt
AU2003901653A0 (en) * 2003-04-09 2003-05-01 Airboss Railway Products Inc. Rail seat assembly
RU52860U1 (ru) * 2005-06-16 2006-04-27 Открытое акционерное общество "Асбестовые и резиновые технические изделия" (ОАО "АРТИ") Подрельсовая прокладка-амортизатор цп 139.202
DE102008007495A1 (de) * 2008-02-05 2009-08-06 Semperit Ag Holding Unterlegplatte und Verfahren zu deren Herstellung
DE102014216543A1 (de) * 2014-08-20 2016-02-25 Semperit Ag Holding Zwischenlage
RU149779U1 (ru) * 2014-08-25 2015-01-20 Олег Николаевич ГОЛОВАЧ Эластичная прокладка

Non-Patent Citations (1)

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Title
None *

Also Published As

Publication number Publication date
DE102016108097B3 (de) 2017-07-13
EP3452659A1 (fr) 2019-03-13
RU2702479C1 (ru) 2019-10-08
WO2017190970A1 (fr) 2017-11-09
PL3452659T3 (pl) 2020-06-29

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