EP3546649B1 - Pad for arranging between a rail and a sleeper and method for the production thereof - Google Patents

Description

The present invention relates to an intermediate layer for arrangement between a rail and a sleeper and a method for the production thereof.

Systems are known from the prior art which are used for the alignment and functional attachment of rails, over which a train in turn runs in the assembled state. In this case, two rails in each case are aligned essentially parallel to one another along a rail longitudinal direction, with the formation of an intermediate space between them, and extend over a number of sleepers, by which they are each held. Essential components of the systems for holding the rail are the sleeper and an intermediate layer. The intermediate layer is typically arranged between the sleeper and the rail in order to direct the forces that occur as the train passes over them as evenly as possible into the sleeper. Furthermore, the intermediate layers are designed in such a way that they ensure that the rail is reset after the train has passed.

From the WO 2009 094 686 A1 a damping element for track construction is known, in particular an intermediate rail layer, with a base body which has at least two edge parts and a central part, the base body having a hard component and a soft component (8) having elastic properties and having a lower hardness than the hard component (6) has, includes.

From the U.S. 4,773,591A a substantially H-shaped liner is known.

The rail liner from the CN 2 578 383 Y have grooves on the top and bottom.

the EP 2 336 423 A2 discloses a damping element for track construction, in particular a rail pad, for arrangement between a railway sleeper and a railway rail to be mounted on the railway sleeper in a vibration-damping manner. The damping element has a first contact surface for contacting the railway rail, which is designed as a friction-reducing sliding layer.

the EP 2 990 529 A1 shows a shim for placement between rails and sleepers, comprising a top and a bottom, the top having a top mounting surface and the bottom having a bottom mounting surface. A radius or a ramp is formed between the respective arrangement surface and a corresponding support section.

Out of CN 201 620 317 U there is known a rubber shock absorber composed of a rubber pad and an insulating buffer pad on which the rubber pad is placed. The rubber pad can have several symmetrically distributed grooves on the top and bottom.

the GB 917 292 A describes a resilient rail pad which is grooved on each side, narrower ridges can be provided between outer grooves than in the center of the rail pad to reduce edge wear in use.

Starting from this background, the object of the present invention is to improve the systems for holding the rail, in particular with regard to their costs.

This object is achieved by a system according to claim 1, an arrangement according to claim 10 and a method according to claim 11. Further advantages and features of the invention emerge from the dependent claims as well as the description and the attached figures.

• einen ersten Bereich und
• einen zweiten Bereich,

wobei im montierten Zustand der erste Bereich unterhalb eines Randbereichs der Schiene und der zweite Bereich unterhalb eines Zentralbereichs der Schiene angeordnet ist, wobei sich der erste Bereich vom zweiten Bereich in Form und eventuell Materialzusammensetzung unterscheidet. Gegenüber dem Stand der Technik wird mit der erfindungsgemäßen Ausgestaltung in vorteilhafter Weise berücksichtigt, dass bei einer Überfahrt eines Zuges über die Schiene diese nach außen verkippt wird und infolgedessen der unterhalb des Randbereichs angeordnete erste Bereich am stärksten belastet wird und maßgeblich für eine Rückstellung der Schiene in ihre unbelastete Ausgangsstellung ist. Als außenliegend wird vorzugsweise ein vom Zwischenraum, der im montierten Zustand durch die parallel zueinander verlaufenden Schienen begrenzt ist, abgewandter Teil bzw. eine Seite von der Schiene verstanden. Schließlich wird bei einer Überfahrt des Zuges die Schiene um eine parallel zur Schienenlängsrichtung verlaufende Schwenkachse verschwenkt bzw. verdreht. Diese Verdrehung erfolgt insbesondere nach außen, d. h. in Fahrtrichtung gesehen im Uhrzeigersinn für die rechte Schiene und gegen den Uhrzeigersinn für die linke Schiene. Infolgedessen wird der Randbereich, insbesondere der außenliegende Randbereich in die Zwischenlage gedrückt. Vorzugsweise erstreckt sich der erste Bereich über den Bereich, in den die Schiene bei der Überfahrt gedrückt wird. Der unterhalb des Zentralbereichs gelegene zweite Abschnitt dient im Wesentlichen nur zur Aufrechterhaltung der Position des ersten Bereichs unterhalb des Randbereichs der Schiene. Dadurch ist es vorzugsweise möglich, bei der Ausgestaltung der Zwischenlage für den zweiten Bereich auf ein kostengünstigeres Material zurückzugreifen im Vergleich zu dem Material, das für den ersten Bereich vorgesehen ist. Als Randbereich wird insbesondere derjenige Bereich verstanden, der sich in Schienenquerrichtung gesehen an eine die Schiene begrenzende Abschlussfläche anschließt und sich entlang der Schienenquerrichtung bis zu einem Drittel, bevorzugt bis zu einem Viertel und besonders bevorzugt bis zu einem Fünftel einer in Schienenquerrichtung bemessenen (Gesamt-)Breite der Schiene erstreckt. Vorzugsweise ist es vorgesehen, dass der Randbereich durch den Zentralbereich begrenzt ist, wobei beispielsweise als Zentralbereich der Bereich zu verstehen ist, der in einer senkrecht zur Schienenlängsrichtung und senkrecht zur Schienenquerrichtung verlaufenden Richtung unterhalb einen Schienenkopfes, d. h. einem Teil der Schiene, an der das Rad des Zuges bei der Überfahrt anliegt, angeordnet ist. Dabei ist unter einer Anordnung unter einem Randbereich sowohl ein bündiger Abschluss mit der Abschlussfläche der Schiene als auch ein gegenüber der Abschlussfläche in Richtung des Zentralbereichs versetzte Anordnung denkbar. Vorzugsweise ist es vorgesehen, dass der erste Bereich unterhalb des außenliegenden Randbereichs angeordnet ist, wobei der außenliegende Randbereich auf einer dem zwischen den Schienen angeordneten Zwischenraum abgewandten Seite verläuft. In einer Ausführungsform ist es vorstellbar, dass Form und/oder Materialzusammensetzung in Schienenlängsrichtung konstant bleiben, sich also nicht ändern, insbesondere über die gesamte Breite der Schwelle in Schienenlängsrichtung.According to the invention, an intermediate layer is provided for arrangement between a rail and a sleeper, comprising

• a first area and
• a second area

wherein in the installed state the first area is arranged below an edge area of the rail and the second area is arranged below a central area of the rail, the first area differing from the second area in terms of shape and possibly material composition. Compared to the prior art, the configuration according to the invention advantageously takes account of the fact that when a train passes over the rail, the latter is tilted outwards and as a result the first area arranged below the edge area is subjected to the greatest load and is decisive for a return of the rail in is its unloaded starting position. A part or a side of the rail facing away from the intermediate space, which is delimited in the mounted state by the rails running parallel to one another, is preferably understood to be on the outside. Finally, when the train passes, the rail is pivoted or twisted about a pivot axis running parallel to the longitudinal direction of the rail. This twisting takes place in particular outwards, ie seen in the direction of travel clockwise for the right rail and counterclockwise for the left rail. As a result, the edge area, in particular the outer edge area, is pressed into the intermediate layer. The first area preferably extends over the area into which the rail is pressed when it is driven over. The second section located below the central area serves essentially only to maintain the position of the first area below the edge area of the rail. As a result, it is preferably possible, when designing the intermediate layer for the second area, to use a less expensive material compared to the material that is provided for the first area. The edge area is understood in particular to be that area which, viewed in the transverse direction of the rail, adjoins an end face delimiting the rail and extends along the transverse direction of the rail up to a third, preferably up to a quarter and particularly preferably up to a fifth of a (total) width of the rail measured in the transverse direction of the rail. Provision is preferably made for the edge region to be delimited by the central region, with the central region being understood, for example, as the region which, in a direction running perpendicular to the longitudinal direction of the rail and perpendicular to the transverse direction of the rail, is below a rail head, i.e. a part of the rail on which the wheel of the train during the crossing is arranged. With an arrangement under an edge area, both a flush termination with the termination surface of the rail and an arrangement offset in relation to the termination surface in the direction of the central area are conceivable. Provision is preferably made for the first area to be arranged below the outer edge area, with the outer edge area running on a side facing away from the intermediate space arranged between the rails. In one embodiment, it is conceivable that the shape and/or material composition remain constant in the longitudinal direction of the rails, ie do not change, in particular over the entire width of the sleeper in the longitudinal direction of the rails.

The intermediate layer expediently has a further first region, with the second region being arranged between the first region and the further first region and the further first region differing from the second region in terms of shape and/or material composition. As a result, the section of the intermediate layer that is arranged below the central area of the rail advantageously differs in its material composition and/or shape from the sections of the intermediate layer that are arranged under the two edge areas and are exposed to other loads because of their arrangement below the edge area . It is conceivable that the shape and/or material composition change along the transverse direction of the rails, but remain unchanged in the longitudinal direction of the rails, preferably over the entire extent of the sleeper and/or intermediate layer measured in the longitudinal direction of the rails. Furthermore, it is preferably provided that the first area, the second area and the further first area are connected to one another via interfaces are. At these boundary surfaces, the first area and the further first area interact with the second area in each case in a material-to-material, form-fitting and/or force-fitting manner. It is conceivable that the first area or the further first area engages in the second area, for example in the form of a groove or undercut.

The materials for the first area, for the second area and/or for the further first area are preferably an elastomeric material such as NR (natural rubber), SBR (styrene butadiene rubber), EPDM (ethylene propylene Diene rubber) and/or PUR (polyurethane) or a thermoplastic material such as PE (polyethylene), PP (polypropylene), EVA (ethylene vinyl acetate) and/or TPE (thermoplastic elastomer). For example, the second area is designed to be foamed, while the first area is designed to be compact or as a solid body or not foamed. The first area, the second area and/or the further area can also be foamed.

The first area preferably differs from the other first area in terms of shape and/or material composition. This can be taken into account with advantage that z. B. the outer edge area compared to the inner edge area is more heavily loaded during a train crossing. As a result, the shape and/or material composition can be adjusted accordingly, thereby reducing the material costs accordingly. It is preferably taken into account whether it is an intermediate layer for a curve or a straight section in the course of the rail.

The second area is expediently made of a foamed material. It has been found to be advantageous that a foamed second area is sufficient to ensure permanent positioning of the first area or of the further first area under the respective edge area.

Preferably, the shape and/or material composition of the intermediate layer is mirror-symmetrical to a mirror plane which, in the installed state, runs through a pivot axis about which the rail tilts when the train passes over it. With such an intermediate layer, there is no risk of the intermediate layer being worn out too quickly as a result of an unsuitable orientation when it is installed below the rail.

The intermediate layer is preferably composed of at least two intermediate layer parts. For example, the intermediate layer part is formed as a strip-shaped component that can be arranged below the rail along the longitudinal direction of the rail. Two intermediate layer parts are preferably provided, which are arranged opposite one another in the transverse direction of the rail. It is provided in particular that the intermediate layer parts provide at least a first area and at least a part of the second area. The separation point which separates one intermediate layer part from the other intermediate layer part is preferably in the second area. The intermediate layer parts can be structurally identical or differ from one another. For example, it is provided that the intermediate layer is composed of an intermediate layer part and a further intermediate layer part, with the intermediate layer part and the further intermediate layer part differing from one another in shape and/or material, so that the corresponding load can be taken into account, for example in curved areas of the rail course . A particular advantage of forming the intermediate layer from different separate intermediate layer parts is that a distance between the intermediate layers can be adjusted. The intermediate layer parts preferably lie against one another as seen in the transverse direction of the rail. However, it is also conceivable that the intermediate layer part can be spaced apart from the other or further intermediate layer part.

According to the invention, the first area has a first cutout and the second area has a second cutout to differentiate in terms of shape. It is more advantageous by means of a second recess that is different from the first recess

Way possible to customize the shape of each area. In this case, a plurality of first cutouts and a plurality of second cutouts are provided. It is also conceivable that the plurality of first cutouts or the plurality of second cutouts differ from one another. The averaged properties of the first gaps preferably differ from the averaged properties of the second gaps. The first recesses and the second recesses are preferably arranged alternately on an upper side facing the rail and on an underside facing the sleeper, as viewed in the transverse direction of the rail. In particular, the first cutout and/or second cutout, whose distance from the closing surface is smallest, is arranged on the upper side. According to the invention, it is provided that the first recesses extend over the entire extent of the intermediate layer or the sleeper in the longitudinal direction of the rail.

In particular, the first recess is smaller than the second recess. Correspondingly greater material savings can be made in the second region by means of the larger second cutouts. The size of the first cutouts or the second cutouts is defined by their missing volume in the first or second region. A ratio of the size of the first cutouts to the size of the second cutouts preferably assumes a value between 0.5 and 0.95, preferably between 0.6 and 0.90 and particularly preferably between 0.7 and 0.85. Furthermore, it is conceivable that the recesses have a trapezoidal cross section, which widens in particular towards the top and/or bottom.

According to the invention, in the installed state, seen in the transverse direction of the rail, first cutouts are arranged at a first distance from one another and second cutouts are arranged at a second distance from one another, the first distance being greater than the second distance. Appropriate dimensioning of the first distance advantageously makes it possible to realize a higher density of second recesses in the second area compared to the

Density of the first recesses in the first area or in the further first area. A ratio between the second distances and the first distances preferably assumes a value between 0.5 and 0.95, preferably between 0.6 and 0.9 and particularly preferably between 0.7 and 0.85. The first distance or the second distance is preferably measured as the distance in the transverse direction of the rail between recesses on the upper side and the lower side.

Expediently, an intermediate layer thickness varies in the transverse direction of the rail, the intermediate layer thickness preferably being at a maximum in the second region. In particular, with a thicker second area, it is advantageously possible to activate its supporting effect. The intermediate layer can increase in a curved or linear manner from the first area or further first area to the second area. Particularly preferably, the thickness of the intermediate layer varies in the transverse direction of the rail mirror-symmetrically to the mirror plane. Alternatively or additionally, it is conceivable that the intermediate layer thickness is preferably maximum in the first area and/or further first area. For example, the first area and/or the further first area each form a hump. The first area, the second area and the further first area are designed in one piece. It is also conceivable that a maximum range in the second range is shifted in the direction of the first range and/or the further range. The bumps can be unilateral, z. B. at the bottom or the top of the intermediate layer. Alternatively, the bumps can also be formed on both sides, both on the upper side and on the underside of the intermediate layer.

The intermediate layer preferably has a functional coating on its upper side facing the rail in the installed state, in particular in the first area and/or further first area. For example, the functional coating is such a measure that reduces the ability to rub or the frictional resistance, in particular in comparison to non-coated ones liner. As a result, stress caused by shearing forces caused by the train crossing is kept as small as possible, which is advantageous for the intermediate layer. For example, the functional coating is designed as a cambered surface, as an abrasion protection layer and/or as a wear protection layer. The cambered surface can be formed on the upper side and/or the lower side of the intermediate layer. This advantageously extends the service life of the intermediate layer. The functional coating is preferably designed in such a way that it is hump-shaped in the first area and in the second area, in particular mirror-symmetrical to the mirror plane.

The upper side in the second area is expediently free of a functional coating, at least in areas. As a result, material and thus costs can advantageously be saved without jeopardizing the longevity of the intermediate layer, since the intermediate layer is exposed to fewer large loads in the second area below the central area. Provision is preferably made for the functional coating to extend over the boundary area between the first area or the further first area and the second area. i.e. the functional coating protrudes into the second area. As a result, the functional coating also contributes to the stability in the sensitive area between the first or the additional first area and the second area. In particular, the layer thickness of the functional coating decreases towards the mirror plane.

The first area preferably has a structure, in particular in the form of grooves. By means of structuring, the load distribution when the train passes can be further improved. For this purpose, the structuring in the first region or the further region, viewed in the transverse direction of the rail, is realized in the section adjoining the connecting surface in the intermediate layer. In particular, the structuring is arranged in the area in which the edge area of the rail is pressed into the intermediate layer, in particular into the first area or the further first area, when the train passes over. The structuring preferably extends from the end face in the transverse direction of the rail up to a quarter, preferably up to a fifth and particularly preferably up to a sixth of the total width of the liner of the rail in the direction of the central area.

It is expediently provided that an aspect ratio of the structuring assumes a value between 2 and 15, preferably between 5 and 10 and particularly preferably between 6 and 9. In contrast to the first recesses, the structuring is a delicate form of the recess, with which an improved load distribution can be realized in an advantageous manner. Preferably, the first and the additional first area each have a structure that extends over the entire extent of the intermediate layer, in particular in the longitudinal direction of the rail.

Another object of the present invention is an arrangement of an intermediate layer between a rail and a sleeper, the intermediate layer having a first area and a second area, with the first area below an edge area of the rail and the second area below a central area of the rail in the assembled state Rail is arranged, wherein the first region differs from the second region in shape and / or material composition. All of the features described for the system according to the invention and their advantages can also be transferred analogously to the arrangement according to the invention and vice versa.

Another object of the present invention is a method for producing an intermediate layer with a first area and a second area, wherein in the assembled state the first area is arranged below an edge area of the rail and the second area is arranged below a central area of the rail, the first Area differs from the second area in shape and / or material composition, wherein the intermediate layer is provided as a molded part, by pressing, by injection molding and / or by extrusion.

Further advantages and features emerge from the following description of preferred embodiments of the subject according to the invention with reference to the attached figures. Individual features of the individual embodiments can be combined with one another within the scope of the invention.

Fig.1:

ein System zum Halten einer Schiene

Fig.2:

eine Zwischenlage gemäß einer bevorzugten Ausführungsform der vorliegenden Erfindung,

Fig. 3a - 3d

Zwischenlagen gemäß weiterer bevorzugter Ausführungsformen der vorliegenden Erfindung und

Fig.4

Zwischenlage gemäß einer weiteren bevorzugten Ausführungsform der vorliegenden Erfindung

Show it:

Fig.1:

a system for holding a rail

Fig.2:

an interposer according to a preferred embodiment of the present invention,

Figures 3a - 3d

Intermediate layers according to further preferred embodiments of the present invention and

Fig.4

Intermediate layer according to a further preferred embodiment of the present invention

In figure 1 a system 1 for holding a rail 2 is shown. The system 1 is shown together with the rail 2 in a sectional view running along the rail transverse direction QR. Such a system 1 is preferably intended to functionally connect the rail 2 to the ground. Essential components of the system are a sleeper 3 and an intermediate layer 4, which is arranged between the rail 2 and the sleeper 3 in the assembled state. In this case, the rail 2 extends along a rail longitudinal direction over a plurality of sleepers 3 and a further rail is arranged offset to the rail 2 as seen in the rail transverse direction QR. An intermediate space ZR is thus formed between the rail 2 and the further rail.

By means of the intermediate layer 4, it is possible in an advantageous manner to transfer the forces F acting on the rail 2 when a train passes over it to the sleeper 3 as uniformly as possible. The intermediate layers 4 are designed in such a way that they ensure a corresponding provision of the rail 2 after the crossing. Like in the figure 1 As can be seen, the rail 2 is rotated or tilted during the crossing about a pivot axis S running parallel to the longitudinal direction of the rail by an angle outwards, i.e. in a direction away from the intermediate space ZR between the rail 2 and the further rail in the rail transverse direction QR . As a result of this tilting or rotating movement, the intermediate layer 4 below the edge area RB, in particular the outer edge area RB, is more stressed than the area of the intermediate layer that is arranged below a central area of the rail 2 .

Furthermore, to fasten the rail 2 and in particular to fix it, angled guide plates 5 are provided, which in the mounted state in the rail transverse direction QR are connected to the rail 2 on the outside and on the inside. The angled guide plates 5 can be mounted on the sleeper 3 by means of a connecting means 7, for example a bolt and/or a screw, and fix the rail 2 on the sleeper 3 via a spring element 6. For this purpose, the spring element 6 overlaps the edge region RB of the rail 2 and clamps it to the sleeper 3. On a side facing the sleeper 3, the angled guide plate 5 also has a contour (not shown here) which corresponds to a complementary progression in the sleeper. As a result, the angled guide plate 5 can be specifically aligned during assembly and embedded in the sleeper 3 .

In the figure 2 Illustrated is an interposer 4 according to a preferred embodiment of the present invention. It is preferably provided that the intermediate layer 4 has a first region 11 , a further first region 13 and a second region 12 arranged between the first region 11 and the further first region 13 as seen in the transverse rail direction QR. It is provided that the intermediate layer 4 is arranged in the assembled state between the rail 2 and the sleeper 3 and the first area 11 is preferably below the edge area RB of the rail 2, in particular an outer edge area RB, and the other first area 13 below a further edge area RB, in particular an inner edge area RB', of the rail 2 is arranged. The first area 11 preferably extends from an end surface 15 that delimits the intermediate layer 4 in the transverse rail direction QR over an extension E1 to a central area Z of the rail 2. The end surface 15 of the intermediate layer 4 preferably ends flush with the end surface of the rail 2 or is in Arranged offset in the direction of the central region Z. The central area Z is preferably located below a rail head 2′ of the rail 2 when viewed in a direction perpendicular to the rail longitudinal direction and perpendicular to the rail transverse direction QR. The rail head 2′ serves as a carrier for the wheel of a train when it passes over it. It is preferably provided that a ratio of the extension E1 of the first region 11 to the total width L of the intermediate layer along the transverse rail direction QR has a value between 0.05 and 0.4, preferably between 0.1 and 0.35 and particularly preferably between 0. 2 and 0.33. The edge region RB of the rail 2 is preferably understood to mean that region in which an outer side AS of the rail 2 or the rail foot facing away from the intermediate layer 4 has an inclination relative to the rail transverse direction QR that is less than 45°. Furthermore, it is preferably provided that the second region 12 in the assembled state runs mirror-symmetrically to a mirror plane SE in which the pivot axis S lies in the assembled state, about which the rail 2 in turn tilts when the train passes. Preferably, the first area 11 and the further first area 13 are also mirror-symmetrical to the mirror plane SE. The second area 12 could also be arranged eccentrically. The edge region RB, which is subjected to higher loads, can thus be strengthened or stabilized.

In order to reduce the costs for the intermediate layer 4, it is preferably provided that the intermediate layer 4 differs in the first area from the second area in terms of shape and/or material composition. This makes use of in an advantageous manner that for the force distribution when a train passes over the rail 2 is decisive below the edge region RB and the Sections of the intermediate layer 4 arranged in a further edge area RB' are stressed and the section arranged below the central area essentially ensures that the outer sections do not change their position. Accordingly, it is possible in an advantageous manner to equip the second area 12 with a less resilient but more cost-effective material. For example, the second area 12 is made of a foamed material. It is also conceivable that the second area 12 is designed as a web which is designed to bridge the central area Z. For example, the intermediate layer 4 is designed like a ladder, with rungs of this ladder forming the second areas 12 of the intermediate layer 4, which hold the first area 11 and the further first area 13 in their position. The additional first area 13 preferably also differs from the second area 12. For example, the first area 11, the second area 12 and the additional first area 13 are each connected to one another or separated from one another via an interface 14. It is also conceivable that the first area 11, the second area 12 and the further first area 13 are connected to one another in a force-fitting, form-fitting and/or cohesive manner in the area of the boundary surfaces. For example, a nose 25 provided on the second area 12 in the transverse rail direction QE engages in a corresponding groove 26 in the first area 11 or vice versa.

Alternatively and/or additionally, it is preferably provided that the shape of the first area 11 or of the further first area 13 differs from the second area 12 . in the in figure 2 illustrated embodiment, first recesses 31 are provided in the first area 11 and second recesses 32 in the second area 12 . The first recesses 31 are embedded along the rail transverse direction QR, in particular alternately, in a top side OS facing the rail 2 in the installed state and a bottom side US facing away from the rail at a first distance A1 from one another. According to the invention, it is provided that the first recesses 31 have a first depth T1 and preferably have a first width B1 measured in the transverse direction of the rail. The second recesses are along the rail transverse direction, in particular alternately, in an im Mounted state of the rail facing top and a bottom facing away from the rail admitted at a second distance A2 to each other. It is also conceivable that the first cutouts 31 and/or the second cutouts 32 are distributed irregularly on the top side OS and/or bottom side US of the intermediate layer 4, or are formed only on the top side OS or the bottom side US. Provision is also made for the second recess 32 to have a second depth T2 measured perpendicularly to the longitudinal direction and transverse direction of the rail and a second width B2 measured in the transverse direction QR of the rail.

Provision is preferably made for the first recesses 31 to be smaller than the second recesses 32. According to the invention, the first depth T1 is smaller than the corresponding second depth T2. If the first recesses 31 or the second recesses 32 differ from one another in terms of their dimensions, an average width or depth should be used in each case. Furthermore, it is conceivable that a second distance A2 is smaller than a first distance A1. As a result, the frequency of the second cutouts 32 seen in the transverse rail direction QR is higher in the second region 12 than that of the first cutouts 32 in the first region 11. This advantageously saves material in the second region 12.

Furthermore, structuring 41 in the form of grooves is provided in the intermediate layer 4 in the first region 11 , in particular in a partial section adjoining the closing surface 15 . The grooves have a third depth T3 that is small compared to the recesses and are provided, for example, only on the upper side OS of the intermediate layer 4 . The grooves preferably have an aspect ratio between 2 and 15, preferably between 5 and 10 and particularly preferably between 6 and 9. Furthermore, it is preferably provided that the structuring 41 is distributed uniformly in the transverse direction 41 of the rail and advantageously extends over the entire length of the intermediate layer, in particular in the longitudinal direction of the rail. However, it is also conceivable that the structuring in the longitudinal direction of the rails is interrupted. In this case, the structuring 41 preferably extends in the transverse rail direction QR, and also over a further extension length E2. A ratio of the further extension length E2 to the extension length E1 is preferably less than 0.5, preferably less than 0.3 and particularly preferably less than 0.2. By means of the structuring 41 implemented in the form of grooves, it is advantageously possible to further improve the distribution of the loads or the forces F introduced into the intermediate layer 4 .

In addition, it is preferably provided that an intermediate layer thickness D1 measured perpendicular to the rail longitudinal direction and rail transverse direction QR varies, preferably varies continuously, along the rail transverse direction QR. In this case, a first intermediate layer thickness D1 in the first region 11 is smaller than a second intermediate layer thickness D2 in the second region 12. The upper side OS of the intermediate layer 4 is preferably designed in an arc shape for this purpose. A ratio between a difference between a maximum second intermediate layer thickness D2 and a minimum first intermediate layer thickness D1 to the maximum intermediate layer thickness D2 has a value between 0.01 and 0.3, preferably between 0.02 and 0.25 and particularly preferably between 0. 05 and 0.2. Provision is preferably made for the upper side OS of the intermediate layer 4 to be designed in the shape of a dome. The thickening can be formed or attached to the top side OS and/or the bottom side US of the intermediate layer 4 .

In order to increase the service life of the intermediate layer 4, it is preferably provided that the upper side OS of the intermediate layer 4, in particular the first area 11 and the further first area 13, is provided with a functional coating 51. The upper side OS in the second area 12 of the intermediate layer 4 is preferably free, at least in areas free, of a functional coating 51. It is conceivable that the functional coating 51 extends from the first area 11 or from the further first area 13 to the second area 12 extends and then ends in the second region 12. The first area 11 and the further first area 13 are preferably completely covered by the functional coating. Furthermore, it is conceivable that a layer thickness D3 of the functional Coating 51 varies in the transverse direction of the rail QR. In particular, the functional coatings 51 are humped and/or designed as a cambered surface. The functional coating 51 is, for example, a wear protection layer. The cambered surface can be formed on the upper side OS and/or the lower side US of the intermediate layer 4, preferably multiple times

In the Figures 3a to 3d intermediate layers 4 are shown according to further preferred embodiments of the present invention. The embodiment differs from that Figure 3a for example from that one figure 2 to the extent that the second recesses 32 in the interior of the intermediate layer 4 are arcuate, semicircular or round, while the first recesses 31 are trapezoidal. Furthermore, a transitional recess 33 is provided between the first recesses 31 and the second recesses 32 . For example, the transitional recess 33 includes properties of the first recess 31 and/or the second recess 32. In the present case, the depth of the transitional recess 33 corresponds to that of the second recess 32 and the shape of the transitional recess 33 to that of the first recess 31, i.e. the transitional recess 33 closes inside the Intermediate layer 4 trapezoidal. In the embodiment of Figure 3b the first recess 31, the second recess 32 and the transitional recess 33 are arranged only on the underside US of the intermediate layer 4. The embodiment of Figure 3c essentially corresponds to that of Figure 3a , In addition, the upper side OS has a curved, in particular convex, shape extending over the entire width L. In the embodiment of Figure 3b bumps 51 are formed on the top side OS and the bottom side US in the first area 11 and the further first area 13 .

In the figure 4 an intermediate layer 4 according to a further embodiment of the present invention is shown. The figure 4 only part of the intermediate layer 4. In particular, the embodiment shown relates to such an intermediate layer 4 which has a reduced intermediate layer thickness in the second region 12 (measured in a direction perpendicular to the rail longitudinal direction and rail transverse direction QR), compared to the first region 11. In particular, the first region 11 has a first intermediate layer thickness D1 and the second region 12 has a second intermediate layer thickness D2, with a ratio of the second intermediate layer thickness D2 to the first Interlayer thickness D1 assumes a value between 0.1 and 0.5, preferably between 0.25 and 0.4 and particularly preferably between 0.3 and 0.35. Furthermore, two first recesses 31 are formed in the upper side OS in the first area 11 and one further first recess 31 is formed on the underside US, viewed in the transverse direction QR of the rail, between the two first recesses 31 of the upper side OS. Provision is made here for the first cutouts 31 to be formed in the same way on the upper side OS and the lower side US, ie in particular to be arched with the same radius of curvature R at their respective bases. Furthermore, provision is preferably made for the first recesses 31 to be arranged equidistantly, preferably at a distance of approximately 10 to 15 mm, from one another. A smallest distance from a first recess 31 to an edge terminating the intermediate layer 4 is greater than a distance between the first recesses 31 one below the other. Provision is preferably made for the first depth T1 of the first recesses 31 to be greater than half of the first intermediate layer thickness D1, in particular when the first intermediate layer thickness D1 assumes a value between 5 mm and 15 mm.

Preferably, the second area 12 measures between 30 mm and 40 mm, preferably between 33 and 38 mm, along the transverse rail direction QR. It is also preferred if all radii of curvature R on the outside of the intermediate rail layer 4 are chosen to be the same size, while for example the radius of curvature at the bottom of the first recesses 31 or in the transition area to the second area 12 deviates from the radius of curvature R on the outside.

Reference character list:

1

system

2

rail

2'

railhead

3

threshold

4

liner

5

angle guide plate

6

spring element

11

first area

12

second area

13

another first area

14

interface

15

finishing surface

25

Nose

26

groove

31

first recesses

32

second recesses

33

transition recess

41

structuring

51

coating

RB

edge area

RB'

further border area

S

pivot axis

SE

mirror plane

f

power

AS

outside

A1

first distance

A2

second distance

T1

first depth

T2

second depth

B1

first latitude

B2

second latitude

OS

top

U.S

bottom

E1

span length

E2

further extension length

L

overall width

ZR

space

QR

cross rail direction

D1

first interlayer thickness

D2

second interlayer thickness

R

radius of curvature

Claims (11)

1. Intermediate layer (4) to be arranged between a rail (2) and

   a sleeper (3), comprising

   a first region (11) and

   a second region (12),

   wherein, in the mounted state, the first region (11) is arranged below an edge region (RB) of the rail (2) and the second region (12) is arranged below a central region (Z) of the rail (2), the first region (11) differing from the second region (12) in shape, wherein, in order to differentiate in terms of shape, the first region (11) has a first recess (31) extending over the entire extent of the intermediate layer (4) or the sleeper (3) in the longitudinal direction of the rail and the second region (12) has a second recess (32), the first recess (31) has a first depth (T1) and the second recess (32) has a second depth (T2), the first depth (T1) being smaller than the second depth (T2), characterised in that

   several first recesses and several second recesses are provided,

   the first recesses (31) being arranged at a first distance (Al) from one another and the second recesses (32) being spaced apart at a second distance (A2) from one another, as seen in the mounted state in the transverse direction (QR) of the rail, the first distance (Al) being greater than the second distance (A2).
2. Intermediate layer (4) according to claim 1,
   wherein the intermediate layer (4) has a further first region (13), wherein the second region (12) is arranged between the first region (11) and the further first region (13), wherein the further first region (13) differs from the second region (12) in shape and/or material composition.
3. Intermediate layer (4) according to any one of the preceding claims,
   wherein the first region (11) differs from the further first region (13) in shape and/or material composition.
4. Intermediate layer (4) according to one of the preceding claims,
   wherein the intermediate layer is mirror-symmetrical in shape and/or material composition with respect to a mirror plane (SE) which, in the mounted state, runs through a pivot axis (S) about which, in turn, the rail (2) tilts when the train passes.
5. Intermediate layer (4) according to one of the preceding claims, wherein the intermediate layer (4) is composed of at least two intermediate layer parts, preferably of two intermediate layer parts arranged opposite one another in the transverse direction (QR) of the rail.
6. Intermediate layer (4) according to one of the preceding claims,
   wherein the first region (11) differs from the second region (12) in material composition and/or wherein the second region (12) is made of a foamed material.
7. Intermediate layer (4) according to one of the preceding claims,
   wherein an intermediate layer thickness varies in the transverse direction of the rail, the intermediate layer thickness preferably being maximum in the second region, or wherein the intermediate layer (4) has a second intermediate layer thickness (D2) in the second region (12) and a first intermediate layer thickness (D1) in the first region (11), the second intermediate layer thickness (D2) being smaller than the first intermediate layer thickness (D1).
8. Intermediate layer (4) according to one of the preceding claims,
   wherein the intermediate layer (4) has a functional coating (51) on its upper side (OS) facing the rail in the mounted state, in particular in the first region (11) and/or further first region (13).
9. Intermediate layer (4) according to any one of the preceding claims,
   wherein the first region has a structuring (41), in particular in the shape of grooves.
10. Arrangement of an intermediate layer (4) according to one of claims 1 to 9 between a rail (2) and a sleeper (3).
11. Method for producing an intermediate layer (4) with a first region (11) and a second region (12),

    wherein, in the mounted state, the first region (11) is arranged below an edge region (RB) of the rail (2) and the second region (12) is arranged below a central region (Z) of the rail (2), wherein the first region (11) differs from the second region (12) in shape, wherein the intermediate layer (4) is provided as a moulded part, by pressing, by injection moulding and/or by extrusion, in order to differentiate in terms of shape, the first region (11) has a first recess (31) extending over the entire extent of the intermediate layer (4) or of the sleeper (3) in the longitudinal direction of the rail and the second region (12) has a second recess (32), wherein the first recess (31) has a first depth (T1) and the second recess (32) has a second depth (T2), wherein the first depth (T1) is smaller than the second depth (T2), wherein a plurality of first recesses and a plurality of second recesses are provided,

    the first recesses (31) being arranged at a first distance (A1) from one another and the second recesses (32) being arranged at a second distance (A2) from one another, as seen in the mounted state in the transverse direction (QR) of the rail.

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