FR2872829A1 - Embedded track installing method, involves placing and holding base profile sections with respect to rails, between consecutive sleepers, and embedding two lateral sections between upper zones of hoods, edges of sections and cores of rails - Google Patents

Abstract

The method involves installing rails (50) on sleepers (2) by inserting tie plates (54) between bottom of flanges (49) and the sleepers. Sections of a base profile are placed and held with respect to the rails, between consecutive sleepers, by choosing longitudinal dimension of hoods (61, 62). Two lateral sections (139, 140) are embedded between upper zones of the hoods, edges of the sections and cores (51) of the rails. An independent claim is also included for an embedded track including a longitudinal section for damping vibrations, a protecting hood and a sleeper.

Description

The present invention relates to a railway laying method

  recessed, comprising a succession of steps consisting of:

  a) arranging the sleepers on a base, dividing them according to a longitudinal longitudinal tracing of the track and orienting them transversely, b) elastically mounting two longitudinal rails on the crosspieces in respective mutually symmetrical positions with respect to the longitudinal mean tracing , wrapping each rail by means of longitudinal vibration damping profiles, having a respective external cross-section uniform at rest but elastically compressible transversely, due to: - a base section fitting the underside of the rail pad and having two flanges laterally wedging the shoe, respectively to one side and the other of the rail, by catching on a respective marginal area of the top of the shoe, - two side sections fitting on one side of the rail, the top of the pad, between the respective marginal area and the web of the rail, by connecting to a respective edge of the profile base, the soul of the rail and the head of the latter, to a determined level located below the running surface of the rail but close to this running surface, c) bury the sleepers and the rails, by intermediate said longitudinal profiles, up to said determined level, by means of a burial material, avoiding any direct contact between it and the rails.

  One way of implementing such a method is described in the April 28, 2004, issue of Rails et transports, in an application to the installation of tram rails embedded in grassed, paved or asphalted, under conditions suitable for limiting the emission of leakage currents and the transmission of vibrations from the rails to the circulating lane around it, that is to say to the burial material of these rails.

  For this purpose, an integral wrapping of the rail, up to the determined level of burial, by the base profile and the two lateral profiles avoids any contact of the rail with the burial material, and allows a certain elastic displacement of the rail by report to this one.

  In the known embodiment of this method, described in the aforementioned document, the base profile and the two lateral profiles are bonded to the corresponding rail, in respective lengths which follow one another along this line without substantial discontinuity, then the rail is deposited on the cross members via the base profile. This replaces, at each cross member, the resiliently compressible sole that is usually interposed between the runner of a rail and a cross member to allow some elastic movement of the rail relative to this cross and thus avoid in a some extent the transmission of vibrations from the rail to it. The lateral profiles, also described in the international patent application WO 01/14642 A1, except that they furthermore have a tab overlapping a respective rim of the base profile, above the respectively corresponding marginal zone of the top of the pad, have, opposite the web of the rail, a longitudinally continuous cavity, open in the direction of a distance from the rail and having a profile similar to that which the web of the rail defines with the head and the skid of it, and the attachment of the rail to each cross is effected, on either side of the rail, by means of a toad that bears locally on the corresponding marginal area of the pad, via the tongue of the respectively corresponding lateral section and the respectively corresponding rim of the base profile, on the one hand, and on the crossbar, laterally with respect to the rail, on the other hand, and that one drawson the crossbar between the d they support above.

  Tests carried out on a tramway route thus laid down would have satisfied the requirements formulated in terms of electrical insulation and insulation with respect to the transmission of vibrations, that is to say of sound insulation.

  However, it appears that, in its mode of implementation thus known, the method indicated in the preamble has a certain number of disadvantages, the most important of which are related to the use of the base profile as a rail support intermediate on the crossbar, and the use of the tabs of the side profiles and the edges of the base profile as a support intermediate of the fastening brackets of the rail to the cross member.

  One of these disadvantages lies in the difficulty of finding a compromise in the characteristics of elasticity and mechanical strength, in particular attrition, of the base profile and the lateral profiles, at least with regard to their tongues. between the respective requirements: - the support on the cross-member and the support on the burial material, as regards the base profile, in so far as the cross-piece and the burial material may have very different characteristics, particularly in terms of support stiffness and abrasiveness, - support against the burial material and resistance to compression and attrition by toads with regard to lateral profiles , at least at their tabs, and the edges of the base profile.

  Indeed, the characteristics of each profile are necessarily uniform at the cross members and between them, while the requirements in particular in terms of elasticity and mechanical strength are different.

  In addition, the interposition of the base profile between the underside of the rail pad and each cross member and the interposition of the edges of this base profile and the tabs of the side profiles between the toad of attachment and the top of the runner of the rail require a mounting of all the profiles on the rail, in this case by gluing, before laying the rail on the rails, and require to separate the rail thereof for any intervention requiring disassembly of the profiles, for example for change a damaged section, or to intervene on the rail itself since it is necessary, for this purpose, to release it from all the profiles on at least a certain part of its length.

  In this respect, the gluing of the profiles, made necessary by their relative thinness with regard to at least the lateral profiles, which follow the contour of the section of the rail both towards it and in the direction of a distance from to it, is a tedious operation to the laying of profiles and complicates the removal of the latter, that is to say, not only requires tearing but also to clean the rail residues glue or material constituting profiles before gluing a new profile.

  This relative thinness of the lateral profiles further limits the possibility of elastic damping by the latter between the rail and the burial material, except in a limited way under the head of the rail, at the junction between this head and the pad, in accordance with the the teachings of the aforementioned international patent application, in this case vis-à-vis a concrete block of appropriate profile that is introduced into each side section opposite the rail to locally constitute the material of burial according to the aforementioned article.

  The object of the present invention is to remedy at least some of these disadvantages and, in its preferred variants, all of these disadvantages.

  For this purpose, the present invention proposes an embedded railway laying method, comprising the succession of steps indicated in the preamble, and characterized in that step b is implemented by a succession of steps consisting in : bl) - firstly put each rail on each cross in a manner otherwise known in itself, interposing between the underside of the shoe and the cross member a resiliently compressible sole, of longitudinal dimensions smaller than those of the respective cross, then placing in support on the top of the pad, in a respective portion, longitudinally limited, each of the marginal areas thereof, a respective member for fixing the rail to the cross member, and then covering each member of fixing and the corresponding marginal area of a respective protective cover, - secondly dispose and retain with respect to each rail, respectively, between two consecutive cross members, a section respective of the basic profile, chosen from a longitudinal dimension such that it connects mutually, longitudinally, without substantial discontinuity, the two corresponding soles, - by choosing the longitudinal dimension of the covers so that they are connected longitudinally, without discontinuity at the edges of the base profile sections and selecting the respective outer transverse sections of the covers and flanges of the base profile sections so that they are substantially identical at least in respective upwardly facing upper regions, and adjacent the top of the pad and the web of the corresponding rail, b2) fit the two lateral sections, the longitudinal dimension of which is chosen independently of that of the base profile sections, between said respective upper areas of the covers and the edges of the sections of basic profile and the soul of the rail, choosing the tran section the outer side of the lateral profiles so that it is substantially complementary to that of said upper zones in respective lower zones facing downwards so that said lower zones come to marry, without significant discontinuity, said upper zones, and placing the if necessary in the mutual longitudinal extension, without significant discontinuity, several copies of each of the lateral sections along the rail, so as to isolate the rail sealingly vis-à-vis the burial material.

  Insofar as the built-in railway made in accordance with this method also has its own characteristics, the present invention also proposes a recessed railway, comprising: a) sleepers arranged on a base, distributed along an average longitudinal path of transversely oriented, b) two longitudinal rails resiliently mounted on the cross members, in respective mutually symmetrical positions relative to the mean longitudinal pattern, and each wrapped by means of longitudinal vibration damping profiles, having an external cross-section respective uniform at rest but elastically compressible transversely, at the rate of: - a base section fitting the underside of the rail pad and having two flanges laterally wedging the pad, respectively to one side and the other of the rail, and hooked on a respective marginal area from the top of the pad, two lateral sections fitting, on a respective side of the rail, the top of the pad, between the respective marginal area and the web of the rail, by connecting to a respective rim of the base profile, the the core of the rail and the head of the latter, to a certain level located below the running surface of the rail but close to this running surface, c) a burial material burying the sleepers and the rails, by intermediate said longitudinal profiles, up to said determined level, without direct contact with the rails, characterized in that: in a manner also known in itself, each rail rests on each cross by means of a sole elastically compressible respective, of longitudinal dimensions smaller than those of the respective cross member, interposed between the underside of the pad and the crossbar, and is fixed to the cross member by means of two fasteners placed in abutment on the top of the pad in a respective longitudinally limited portion of each of the marginal areas thereof, each fixing member and the corresponding marginal area being covered with a respective protective cover, - the base profile is divided into a plurality of arranged sections and retained relative to each rail, respectively, between two consecutive crosspieces, each section having a longitudinal dimension such that it connects mutually, longitudinally, without substantial discontinuity, the two corresponding soles, - the covers have a longitudinal dimension such that they are connected longitudinally, without substantial discontinuity, to the edges of the sections of the base profiles and the respective outer transverse sections of the covers and the edges of the base profile sections are substantially identical at least in respective upper zones facing upwards and adjacent to the above the skate and soul of the rai 1 corresponding, - the two lateral sections have a longitudinal dimension independent of that of the base profile sections, and are nested between said respective upper areas of the covers and the edges of the base profile sections and the core of the rail, the section outer transverse side profiles being substantially complementary to that of said upper zones in respective lower zones facing downwards so that said lower zones conform without any substantial discontinuity to said upper zones, and several copies of each of the lateral profiles being placed where appropriate in the mutual longitudinal extension, without substantial discontinuity, along the rail, so as to isolate the rail sealingly vis-à-vis the burial material.

  Here, the term "substantial discontinuity" means a discontinuity that would be sufficiently large to allow a passage of the burial material, namely more specifically the burial material specifically chosen in each case, that is to say, to allow contact, even punctual, between the rail and this landfill material.

  In relation with the method and the embedded railroad thus characterized, the present invention also proposes a cover for protecting a fastener of a railway track on a cross-piece, characterized in that it has, in a zone upper longitudinal end to be turned upwards, delimited by a longitudinal free edge intended to be turned towards the web of the rail, a uniform outer cross section, between two transverse ends.

  A person skilled in the art will readily understand that in a built-in railroad track according to the present invention, the support and the fixing of each rail on each cross-member can be carried out under any conventional condition, without implementing either the base profile or the lateral profiles, so that the support pads of the rails on the rails and the rail fasteners on the latter, on the one hand, the base profile and the lateral profiles, on the other hand, can be chosen independently of each other, according to specific criteria of mechanical strength and elasticity.

  In addition, the fact that the base profile and the lateral profiles are not used to support and fix the rail on each crossbar protects them from certain damage, which could result from the pinch effect of rail slider through them between the toads, or other fasteners, and the cross member, which increases their overall longevity and limit the interventions of changing profiles.

  Profile and rail installation operations and profile removal operations are also considerably facilitated since the profiles can be placed on the rails or separated from the rails while rails are and remain attached to the rails. .

  In addition, the fact that it is not necessary to arrange the side profiles to enable them to act as support intermediaries between the rails fastening members on the rails and the top of the runner of the rail allows to give to the cross section of these lateral profiles a more massive profile, that is to say, to improve their elasticity and, consequently, their resistance vis-à-vis a transmission of vibrations from the rail to the material d landfill.

  This possibility of giving the lateral profiles a more massive conformation makes them self-stable in their shape, that is to say to dispense with a bonding on the rail, which further considerably facilitates the laying operations and of deposit.

  However, the substantial continuity that the covers and the soles fitted to the cross members ensure, in the longitudinal direction, between the base profile sections and the sensitive identity of cooperation of the covers and the edges of the base section sections with the lateral profiles allow to ensure, with all the required efficiency, between the rail and the burial material, an insulation vis-à-vis the leakage currents as vis-à-vis a mutual mechanical contact, generator hard points ruining the damping effect in the support of the rail with respect to the burial material.

  It is conceivable to obtain the aforementioned substantial continuity between each section of base profile and the soles it connects, either by direct mutual contact in the longitudinal direction, which makes it necessary to define rigorously the longitudinal dimension or length of each section. basic profile, given a certain tolerance, inevitable, in the relative longitudinal positioning of sleepers, that is to say soles, or via a localized area of the sleepers carrying these soles, in ensuring a substantial continuity between this section and each of the sleepers carrying the soles in question, which makes it possible to dispense to a large extent to individualize the length of the basic section sections.

  Indeed, to ensure such a substantial continuity between each section of the basic profile and each sole without being obliged to give each of these sections a too strictly defined length, that is to say in particular to be able to use sections of same length even if the sleepers have certain longitudinal relative positioning tolerances, as well as to allow some restraint of the ends of each section against yawning, which could allow penetration of burial material between the base profile and the bottom of the rail pad at this level, it is advantageously, during step b1, fit each end of each section of the base profile, below the pad, in a respective upper recess arranged in each of the corresponding consecutive rails and directly adjacent, longitudinally, to the corresponding sole.

  To this end, the present invention also proposes a railway cross-member, intended to receive two mutually parallel rails and having for this purpose an approximately flat upper face, bordered by two approximately flat lateral faces, approximately perpendicular to the upper face and approximately parallel. between them, and, in two determined locations of said upper face, two planar receiving zones of a resilient abutment of a respective one of the rails, characterized in that it has a recess located at the connection of each of said planar areas with each of said side faces, respectively. The railway according to the invention is characterized in that each end of each section of the base profile is fitted, below the pad, into a respective upper recess arranged in each of the corresponding consecutive cross members and directly adjacent, longitudinally, to the corresponding sole.

  In a particularly simple embodiment, said recess has a bottom approximately parallel to and respectively recessed from said respective zone, a shoulder approximately parallel to the corresponding lateral face and connecting said bottom to said corresponding zone, and two lateral abutment faces approximately perpendicular to said bottom and said shoulder and connecting the latter to the upper face and the corresponding lateral face, at a respective level corresponding to a respective edge of said corresponding zone.

  Similarly, to avoid any discontinuity between the edges of the base profile and each of the corresponding covers, without necessarily having to accurately adopt the length of each base section of section to the longitudinal spacing between two consecutive cross members, one it is preferable, during step b1, to fit each end of each section of the base profile, by each of its flanges, into a longitudinally end cavity of the corresponding cap. The railway is characterized in that each end of each section of the base profile is fitted, by each of its flanges, into a longitudinally extreme cavity of the corresponding cap.

  For this purpose, preferably, each of said transverse ends of the hood has a longitudinal cavity transversely delimited, along said upper zone, by a wall with parallel faces as thin as possible mechanically, and open on the one hand longitudinally, in the corresponding transverse end, and secondly downward. In practice, the thinness of said hood wall may be such that the penetration of a flange into the corresponding cavity can be effected by means of a low elastic transverse compression of this rim, under conditions such that it opposes only little resistance to this compression, on the one hand, and that this compression is translated only by a slight recess in the rim, at the edge of the wall, that is to say more precisely by a recess sufficiently small for does not give rise to leakage of the burial material towards the rails, between the junction of the cover and the rim of the base profile and the corresponding lateral profile, or that this penetration results in an intimate mutual contact without compression of the rim and by the formation by the cover, on the rim, a protrusion sufficiently low to cause, in contact with the corresponding lateral profile, a detachment of the latter sufficiently low not to give rise to such a leak.

  Naturally, the shape of the respective outer cross-sections of the covers and the edges of the base profile sections, in their upper zones, and that of the lateral sections, in their lower zones designed to fit without the said upper zones, but it is preferable to create between these upper and lower zones, respectively, a wedge effect capable of ensuring a removable retention of the lateral sections by the covers and the edges of the base profile.

  For this purpose, according to a preferred embodiment of the method according to the invention, the respective outer transverse sections of the covers and the edges of the base profile sections, in said respective upper zones, have a wedge shape defined by a first respective pan descending to the top of the pad and to the web of the rail, and the outer cross section of the side profiles, in said respective lower areas, has a bill shape, defined by a respective first pan descending to the top of the pad and towards the web of the rail and complementary to said wedge-shaped shape, a characteristic that is naturally found in the railway according to the invention, in a also preferred embodiment of this railroad track.

  The hood according to the invention is then characterized in that, in said upper zone, said cross section has a wedge shape, defined by a first part descending towards said free edge and, correspondingly, respectively to the use of base profile and to use of lateral profile, the present invention provides: - a longitudinal vibration damping profile, having a uniform external cross section at rest but elastically compressible transversely, defining a continuous longitudinal cavity, open, adapted to receive the pad of a rail railroad by marrying a flat bottom skid from below, between two longitudinal edges adapted to marry laterally the pad, respectively on one side or the other of the rail, by hooking on a respective marginal area of the above of the pad, characterized in that, in an upper zone of each of the flanges, intended to be turned upwards and isin of the cavity, said cross section has a wedge shape, defined by a respective first pan down to said cavity, and - a longitudinal vibration damping profile, having a uniform external cross section at rest but elastically compressible transversely, defining in a lateral zone intended to be oriented approximately vertically, a generally convex shape adapted to fit, on one side of a railroad track, the top of the shoe, between a marginal zone of the top of the shoe and the core of the rail, the web of the rail and the head thereof, to a determined level located below the running surface of the rail but close to this running surface, characterized in that, in a lower zone, intended for downwardly and adjacent to said lateral zone, said cross-section has a bill shape, defined by a first pan converging downwardly with ite side area.

  However, preferably, in order to avoid that downward forces that can be applied to the lateral sections, for example by road vehicles crossing the railway while driving on the taxiway, then result in a tendency of the lateral profiles to migrate. to the rail web, compressing, and laterally detaching from the landfill if it is rigid, or allowing it to also migrate to the rail if the landfill is loose, c That is, to provide a stable, downward support to the side profiles by the edges of the base profile sections and the covers, preferably, that is, in a preferred mode of setting is provided. in accordance with the method according to the invention and, in a typical manner, a preferred embodiment of a railway according to the invention, that said first sections are connected, in the sense of a distance from the core of the rail a second respective pan substantially perpendicular to the web of the rail, so that the lateral sections bear down on the edges of the sections of the base profile and on the covers in a transverse direction parallel to the core of the rail, through said second panels.

  In this preferred mode of implementation of the method according to the inventioncorrespondent: - a preferred embodiment of the longitudinal section of base profile use, which is characterized in that each of said first panels connects, in the sense of a distance with respect to the cavity, to a second respective pan, the second panels corresponding to the two flanges being oriented identically, parallel to the bottom of the cavity, - a preferred embodiment of each profile with side profile use, which is characterized then in that said first pan connects, in the direction of a distance from said lateral zone, to a second pan oriented approximately perpendicular to said lateral zone, and - a preferred embodiment of the hood according to the invention, which is then characterized in that said first pan is connected, in the sense of a distance from said free edge, to a second pan r ratio to which the first pan is placed fully recessed and which is intended to be oriented approximately perpendicular to the web of the rail.

  The external cross-section of each of the lateral profiles, outside its lower zones intended to cooperate with the upper zones of the covers and the edges of the base profile, can be chosen freely, in particular according to the nature of the burial material. , and in any case without the concern to leave a space available for fixing the rails to the crosspieces since this fixing takes place under the hoods, in a traditional manner, without interfering with the side profiles.

  Thus, particularly when the railway line made in accordance with the present invention is intended to be buried in an asphalt roadway, or paved, that is to say when the burial material can be considered as rigid, it is preferably, the method according to the invention is used so that the external cross-section of at least one of the lateral profiles presents, in the direction of a distance from the web of the rail, a substantially parallel to the web of the rail, and upwardly a fourth portion substantially perpendicular to the web of the rail, located at said level and connecting the third panel to the head of the rail, a characteristic that is naturally found in the railway according to the invention which, thus, has on the side of the head of the rail the fourth pan of the respectively corresponding lateral section, which guarantees any absence of contact, generator of hard spots, between the burial material and the rail even at the upper limit of burial. The profile section used laterally profile is characterized in that said outer cross section has, in the direction of a distance from said side zone, a third portion substantially parallel thereto and, in an upper zone intended to be turned upward, a fourth pan oriented approximately perpendicular to said side zone and connecting the third pan thereto.

  On the other hand, when the burial material is loose, as may be the case when the lane is grassed, the method according to the invention is preferably implemented so that the external cross-section of at least one of the lateral profiles has in the direction of a distance from the web of the rail a fifth pan approaching the web of the rail upwards and connecting to the head of the rail at said level, and the this characteristic is then found in the railway according to the invention. The profile of use of lateral profile is then characterized in that said outer cross section has, in the direction of a distance from said lateral zone, a fifth pan approaching said side zone and connecting thereto in the sense of a distance from said lower zone. So, the soft landfill material reaches the head of the rail at the upper level of burial, without consequences in terms of transmission of vibrations given that it has a high mobility at this level, but progressively away from the rail downwards, namely up to the level of each hood above each cross member and up to the level of each edge of the basic section sections between two consecutive crosspieces, that is to say at as the depth of this material increases and as a result, its mobility decreases.

  It is understood that it is possible to provide for a rail to be located between different landfill materials, respectively inside the track and outside it, in which case it is possible to have a side of the rail one of the aforementioned lateral sections and the other side of the other of the aforementioned lateral sections.

  In all cases, it will be observed that each lateral section has a much larger section than the section of the side profiles described in the aforementioned document, which ensures a much better insulation, particularly against the transmission of vibration, between each rail and the burial material constituting the circulating lane around it.

  Preferably, in order to prevent any penetration of the burial material between the rail and one or the other of the lateral profiles, during the placement of the burial material, and any penetration of rainwater or runoff between the rail and one or the other of the side profiles, particularly during the service life of the recessed track according to the invention, it creates a seal between each side section and the head of the rail, immediately below of said level, before step c. Similarly, when the burial material is impervious to water, which is generally the case when it is relatively rigid, that is to say most often when interposed between this landfill material and the head of the rail the aforementioned fourth section of a lateral profile, it is preferably created a seal between this side profile and the burial material, immediately below said level, during or after step c, to also avoid any penetration rainwater or runoff between them.

  This avoids any water penetration between the lateral profiles and the rail, on the one hand, and between the water-tight burial material and the lateral profiles, on the other hand, which makes it possible to avoid particular damage that may result from freezing.

  It will be noted that, as could also be the case when implementing the aforementioned known method, the constituent materials of the base profile and of each of the lateral profiles can be chosen from a group comprising the elastically compressible materials of the same hardness and the elastically compressible materials of different hardness, since the three sections associated with each rail are mutually independent.

  The rails can be chosen from a group comprising the grooved rails, traditionally used for railways embedded in a burial material over their entire length, and the rails with mushroom or Vignole rails, particularly in the cases of railroad tracks that are embedded in landfill only for a small part of their length; in the latter case, it is advantageously the lateral profile located inside the track which defines, next to the rail head, a groove allowing the passage of the wheel flanges of the railway vehicles, as will easily understand a man of the job.

  Other features and advantages of the various aspects of the present invention will emerge from the description below, relating to non-limiting examples of implementation or embodiment, and the accompanying drawings accompanying this description.

  FIG. 1 shows a view from above, in a direction indicated at I in FIG. 2, of one of the blochets of a biblock crossmember intended for the realization of an embedded railroad track in accordance with the present invention, this blocket being provided with an elastically compressible base for supporting the top of the runner of a rail, two fasteners for fastening the rail to the cross-member by pressing on a marginal zone of the underside of the runner of the rail, and a protective cover of one of these fasteners, the rail being omitted for reasons of clarity.

  FIG. 2 shows a view of the same sectional section by a plane marked II-II in FIG. 1, namely an average plane of general symmetry, transverse to the longitudinal direction of the track, with representation of the sole, rail, two fasteners thereof and the aforementioned hood, however seen in elevation.

  FIG. 3 shows a view of the same wallet essentially in section through a longitudinal plane of symmetry between the fasteners, also constituting a mean plane of symmetry of the web and the rail pad, at least in a localized way to perpendicular to this longitudinal plane and passing through the axis of one of the fasteners, as indicated in III-III in FIG.

  FIG. 4 shows, in relation to the other blochet of the same cross-piece and the other rail of the same embedded railroad, the latter in the finished state, in section through a transverse plane marked IV-IV at the Figure 6, with omission of the base profile but figuration of the two lateral profiles, chosen in an embodiment more particularly suitable for the case of a flexible burial medium, intended to be sodded.

  FIG. 5 shows a view of the same rail, of the two lateral profiles and of the base sectional section through a transverse plane marked V-V in FIG. 6, that is to say between two crosspieces.

  FIG. 6 shows a view of the recessed railroad track illustrated in FIGS. 4 and 5, in side elevation partly in section along a longitudinal plane marked VI-VI in FIG. 4 and constituting a mean plane of symmetry between the fastening members of FIG. rail on the corresponding sleepers.

  Figures 7 and 8 show perspective views, respectively from above and below, of a protective cover of a rail fastener member on a cross member, according to the present invention.

  FIGS. 9 and 10 show, in views similar to those of FIGS. 4 and 5, respectively, a railway track according to the invention, the lateral sections of which are more particularly adapted to a recessed installation in a substantially rigid burying medium, for for example, a paved or asphalted lane, the other components of the railway remaining unchanged.

  In all of Figures 1 to 4, 6 and 9, there is illustrated either one or the other of two rattles 1 of reinforced concrete, the same cross said biblock 2, illustrated in one copy in Figures 1 4 and 9 and in duplicate in Figure 6, but it is understood that one could use to achieve a railway according to the invention any other type of cross, in particular monobloc sleepers reinforced concrete or sleepers metal, without departing from the scope of the present invention; preferably, however, these sleepers would have, compared to known sleepers of the same design, the adaptations characteristic of a preferred embodiment of the present invention, which will be described later.

  It will be recalled that a crossbeam 2 comprises two blochets 1 mutually symmetrical with respect to an unillustrated mean plane which, once the railway 3 permanently installed on its base 4 via the crossbeam 2, is oriented in one direction longitudinal 5 that the track 3 has at least at the crossbar 2 considered, and coincides at least at this crossbar 2 with a mean longitudinal plane, not shown, of the track 3.

  This longitudinal direction 5 will serve as a reference of longitudinality and transversality for the rest of the description.

  The two blochets 1 of the same crossbar also have a same mean plane 6 of symmetry, oriented transversely, that is to say perpendicularly to the direction 5 and according to which the two blocks 1 are interconnected rigidly , by a metal spacer 7 embedded in each of these blocks 1.

  Each rattle 1 has a flat bottom face 8, turned towards the underbody 4 and kept at a set distance from it, in particular by a wedging 9 known in itself during the laying of the track 3, so as to locate and orient in a determined manner a running plan of the railway vehicles on this track 3, with respect to the underbody 4, and an upper face 11 also flat, with the exception of areas that will be described later, and parallel to the lower face 8. The lower faces 8 of the two blocks 1 are mutually coplanar, as are their upper faces 11.

  In a plan view, the two faces 8 and 11 of each rattle 1 are approximately rectangular, oblong in a transverse direction perpendicular to the aforementioned mean longitudinal plane of symmetry, but the upper face has dimensions smaller than those of the lower face. 8. The two faces 8 and 11 are mutually connected by four mutually convergent lateral faces of the lower face 8 towards the upper face 11 and have substantially a flat overall shape on their essentially height, at the rate of two longitudinal faces 13, 14 respectively symmetrical with respect to the plane 6 and respectively facing inward 15 of the track 3 and towards the outside 16 thereof, the face 16 receiving the spacer 7, and by two transverse faces 17, 18 mutually symmetrical relative to the plane 6. The lateral faces 17 and 18, less inclined than the face 14, can be considered as approximately perpendicular iculaires faces 8 and 11 and approximately parallel to each other.

  In a central zone, the upper face 11 of each rattle 1 has a flat table 19 offset downwards relative to the remainder of this upper face 11 but parallel to this remainder of the upper face 11, that is to say also 8. The table 19 has a rectangular shape, symmetrical with respect to the plane 6 as compared to a longitudinal plane 20 perpendicular to the transverse direction 12, that is to say parallel to the aforementioned mean longitudinal plane, no illustrated.

  In a manner that is a preferred embodiment of the present invention, the table 19 does not connect directly to the transverse faces 17 and 18 of the bloket 1, but it connects via a localized offset. respective 21, 22.

  Each of the recesses 21, 22 has a bottom 23, 24 plane, at least approximately parallel to the table 19 but set back with respect thereto, and a shoulder 25, 26 parallel at least approximately to the corresponding lateral face 17, 18, and connecting the bottom 23, 24 to the table 19. Each recess 21, 22 is further delimited by two lateral abutment faces 27, 28, 29, 30 perpendicular, at least approximately, to the bottom 23, 24 and to the 25 and 26 and connecting the latter to the upper face 10 and the corresponding lateral face 17, 18 at a respective level which corresponds to a respective longitudinal edge 31, 32 of the table 19. These edges 31 and 32 are respectively closer and farther from the aforementioned mean longitudinal plane, that is to say from the inside of the track 3 and, above each of them, the table 19 is connected to the remainder of the upper face 11 of the blochet 1 by a respective plane 33, 34 ; the panel 33 provides a coplanar connection between the lateral abutment faces 27 and 29, which are the closest to the aforementioned mean longitudinal plane, while the panel 34 coplanarly connects the lateral abutment faces 28 and 30 which are furthest from the plane longitudinal average.

  In practice, the sections 33 and 34 diverge mutually upwards, slightly, due to a manufacture of the rattle 1 by molding, which also involves a slight mutual convergence of the shoulders 25 and 26 upwards.

  In two marginal zones 35, 36 along respectively the edge 31 and the edge 32, the table 19 has, along a respective axis 37, 38 located in the plane 6, parallel to the plane 20 with respect to which the two axes 37 and 38 are mutually symmetrical, a pin 39, 40 integrally engaged in the rattle 1, between the faces 8 and 11 and forming a projection above the table 19 to a level higher than that of the remainder of the upper face 11, although remaining 2872829 29 much lower than that of the running surface 10, in a manner known in itself.

  In a manner also known in itself, respectively on either side of the recessed central zone constituting the table 19, that is to say respectively closer and further from the aforementioned longitudinal longitudinal plane of symmetry than the latter , the upper face 11 of the bloket 1 has a localized boss 41, 42 delimited upwards by a respective upper face 43, 44 plane, parallel to the remainder of the face 11 but shifted upwards relative to this remainder of the face 11 , while each of these bosses 41, 42 is delimited towards the plane 20 by a coplanar extension of the pan 33, 34, respectively, upwards. Each of the bosses 41 and 42 is further delimited, in the direction of a distance from the plane 6, respectively on either side of this plane 6 with respect to which it is symmetrical, by plane faces, not referenced, converging mutually upward taking into account the manufacture of the rattle 1 by molding, while it is delimited, in the direction of a distance relative to the plane 20 relative to which the two bosses 41 and 42 are mutually symmetrical, by a flat face, also not referenced, which is close to the plane 20 upwards.

  When viewed from above, each of the bosses 41, 42 has a generally U-shaped, open towards the plane 20 so as to delimit, in the direction of a distance from this plane 20 as compared to the plane 6 , respectively on either side of it, a respective zone 45, 46 of the upper face 11. Each of the zones 45 and 46 has in plan the shape of an isosceles trapezium symmetrical with respect to the plane 6, narrowing in the direction of a distance from the plane 20 and connected by its large base to one, respective, sections 33, 34 in the direction of a rapprochement vis-à-vis the plane 20. Each of areas 45, 46 is connected to the upper face 43, 44 of the corresponding boss 41, 42 by two flat faces, not referenced, which are mutually symmetrical with respect to the plane 6 and diverge mutually, slightly, upwards in view of the manufacture of the blochet 1 by molding, and by a plane face not referenced, symmetrical 3 to the plane 6 and slightly away from the plane 20 upwards.

  The upper faces 43, 44, mutually coplanar bosses 41 and 42 are located at a lower level than the upper ends of the projections formed by the studs 39 and 40 above the rest of the upper face 11 of the rattle 1.

  It will be observed that, except for the two recesses 21 and 22, each block 1 of the cross member 2 is in accordance with the prior art, and that it could be provided in any prior art cross, whatever its method of manufacture, recesses similar to the recesses 21 and 22 so that it becomes consistent with this preferred embodiment of the present invention. It will also be apparent from the remainder of the description that by strictly adhering to certain longitudinal dimensions, the present invention could be implemented using traditional sleepers, with no recess similar to recesses 21 and 22.

  Also in a traditional way, the marginal zones 35 and 36 of the table 19 delimit between them and with the rectilinear edges, not referenced, junction of the shoulders 25 and 26 with the table 19, a location 47 of support, on the rattle 1 , for a planar lower face or bottom 48 of the shoe 49 of a longitudinal rail 50 whose plane 20 constitutes for the shoe 49 as for the core 51 a mean plane of symmetry, at least in a localized way above the blochet 1 in view of the fact that the rail 50 can be rectilinear or curved according to the layout of the track 3. In a manner known per se, the web 51 of the rail 50 solidly connects the pad 49 thereof, upwards , to a head 52 which may have the shape of a mushroom also symmetrical with respect to the plane 20, not shown and characteristic of a Vignole rail, or a shape asymmetrical with respect to the plane 20, characterized by the presence of 'a longitudinal groove 53 ouve rte upwards, offset from the plane 20 inward 15 of the track 3, in a manner known in itself and characteristic of the tramway tracks, recessed on most of their length.

  In a manner also known in itself, the shoe 49 of the rail 50 and the location 47 of the table 19 have perpendicular to the plane 20 the same width not referenced, distributed symmetrically on either side of this plane 20, and support of the lower face 48 of the shoe 49 on the location 47 is effected by means of an elastically compressible sole 54, whose planar shape is rectangular and identical to that of the location 47 of the table 19 so that, in particular, this sole 54 ends longitudinally in line with the shoulders 25 and 26 of the recesses 21 and 22 of the upper face 11 of the rattle 1, in the presence of such recesses, or in line with the junction side faces 17 and 18 of the bloket 1 with the upper face 11 thereof in the absence of recesses 21, 22. The thickness of each sole 54 at rest is substantially constant, namely, in practice, less than the offset between table 19 and the remainder of the upper face 11 of the bloket 1, including the areas 45 and 46 thereof, delimited by the bosses 41 and 42.

  Under these conditions, the laying of a built-in railroad track according to the invention starts in the same way as that of a traditional railway in the sense that, after having laid out a base 4 and determined a mean longitudinal layout of the track 3 to be carried out on this base 4, crosspieces 2 are distributed according to this average longitudinal pattern by orienting them transversely thereto and respecting between the mean plane 6 longitudinally adjacent longitudinally extending blocks 1 situated on the same side of the mean longitudinal pattern a substantially uniform spacing, within certain tolerances, and identical on both sides of the mean longitudinal pattern when the latter is rectilinear, while the mutual spacing of the blokets 1 varies and differs according to the side of the mean longitudinal pattern when the latter is curved, in a manner well known to a person skilled in the art.

  In a manner also known, the lower faces 8 of the crosspieces 1 are maintained, adjustably spaced, the base 4 by means of shims preferably adjustable, simply schematized at 9, depending on the position that is desired to give the plane of bearing 10 of the track 3 with respect to the underbody 4.

  We then proceeds to the establishment of the soles 54, one by location 47, if this implementation has not been carried out beforehand, then deposited a rail 50, by the lower face 48 of its skate 51, respectively on the flanges 54 located on the same side of the longitudinal longitudinal pattern being careful to place the pad 49 and the corresponding core 51 in a respective symmetry relationship with respect to the plane 20 of each corresponding 1 rattle.

  Each of the rails 50 is then fastened to each of the corresponding locks 1, in a manner also known in itself, by means of two fixing members 55, 56, each of which is illustrated by way of non-exemplary example. in the form of a said Nabla fastener, which fits into one, respective bosses 41 and 42 and which is associated with a non-referenced nut screwed above it on a respective one, studs 39 and 40.

  Each of the fasteners 55 and 56 bears, on the respectively corresponding side of the plane 20, on a respective portion, longitudinally limited, a marginal zone 57, 58 of a respective half 59, 60 of upper face or top of the pad 49, as well as on the zone 45, 46 of the upper face 11 delimited by the boss 41, 42 respectively corresponding, so as to apply by leverage, to the respective marginal zone 57, 58 respectively of the pad 49, a downward thrust .

  It is understood that other types of fasteners, from other sources, could be used without departing from the scope of the present invention, if necessary in cooperation with fastening means to the crossing other that the studs 39 and 40, and that one could be brought, correlatively, to differently shape the bosses 41 and 42 and the portion 45, 46 of the upper face 11 of each rattle 1 they delimit, depending on the type fastener or fastener 55, 56 chosen.

  Two rails 50, or two rows of rails 50 placed in the longitudinal extension of one another, are thus resiliently mounted, in a traditional manner, on the various crosspieces 2, in respective mutually symmetrical positions with respect to the longitudinal longitudinal path .

  The two rails or rails 50 thus installed then define the running surface 10 on the underbody 4.

  In a manner also known in itself, under certain conditions of laying railway rails, each fastener 55, 56 is then covered with a respective cover 61, 62, advantageously made by molding in a synthetic material such as a polyamide and comprising two parts made in one piece, at a proportion of a portion 63, 64 adapted to fit resiliently inside the boss 41, 42 respectively corresponding, under conditions to ensure a removable retainer the hood on the rattle 1, and a portion 65, 66 adapted to fit on the respectively corresponding marginal area 57, 58 of the top of the rail pad and on the respectively corresponding marginal area 35, 36 of the table 19 of the upper face 11 of the bloket 1, longitudinally located around the respective fastener 55, 56.

  The covers 61, 62 are all identical, and have a conformation which will now be described with reference to Figures 7 and 8, which show respectively the top and bottom, if one refers to the position of use.

  This position of use will be used as a reference for the description, which follows, of covers 61 and 62.

  It emerges from the examination of FIGS. 7 and 8 that these covers 61 and 62 have the shape of a set of thin walls, that is to say as much as possible within limits suitable for providing covers 61 and 62 with a sufficient shape stability and mechanical strength under normal conditions of use.

  The portion 63, 64 has a flat upper wall 67, 68, having the general shape, in plan, of an isosceles trapezium complementary to that defined with the upper face 43, 44 of each boss 41, 42 the connection, to this upper face, faces connecting it to the respectively corresponding area 45, 46 of the upper face 11 of the rattle 1. Thus, when the cover 61, 62 is installed, the wall 67, 68 of its portion 63, 64 completes the upper face. 43, 44 of the boss 41, 42 by covering the respective area 45, 46, and this up to the plumb with the edge 31, 32 respectively corresponding table 19; the portion 63, 64 of each cover 61, 62 thus installed is symmetrical with respect to the plane 6, as its portion 65, 66, and two covers 61, 62 installed on the same block 1 are mutually symmetrical with respect to the plane 20 of it.

  Projecting downwards, each wall 67, 68 has along its edges respectively corresponding to the small base of the trapezium and at the sides thereof a flat, rectangular rim perpendicular to this wall 67, 68 and forming below the latter a projection whose value corresponds substantially to that of the projection formed by the upper faces 43 and 44 of the bosses 41 and 42 with respect to the respective area 45, 46 of the upper face 11 of the bloket 1, so that the part 63, 64 of each cover 61, 62 fits by its flanges 69, 71, 73 and 70, 72, 74 inside the corresponding boss 41, 42, in a slight elastic compression and friction relationship ensuring immobilization of the cover 61, 62 with respect to the bloket 1 while allowing a deliberate disassembly of the cover. The flanges 69, 70, 71, 72, 73, 74 then surround the portion of the corresponding fastener 55, 56 housed inside the same boss 41, 42.

  The portion 63, 64 of each cover 61, 62 is connected to the portion 65, 66 thereof in an area located directly above the corresponding edge 31, 32 of the table 19, namely by the long side of the trapezium with respect to the upper wall 67, 68 and an edge of the flanges 71, 72, 73, 74 corresponding to the sides of the trapezium, opposite a connecting edge of these flanges with the flange 69, 70 corresponding to the small base trapeze.

  This connection of the two parts of each cover 61, 62 is effected by a flat wall 75, 76 of the part 65, 66, which flat wall 75, 76 is parallel to the plane 20 when the cover 61, 62 is installed, that is perpendicular to the upper wall 67, 68 of the portion 63, 64, and extends firstly upwardly above it, leaving it cleared between the flanges 71, 72 and 73, 74, and secondly downwards, longitudinally on either side of the portion 63, 64, to the same level lower than that of the lower limits of the flanges 69, 70, 71 , 72, 73, 74, so that the wall 75, 76 has on either side of the portion 63, 64 a respective portion of a free bottom edge 77, 78 rectilinear, longitudinal, locally matching the edge respectively corresponding 31, 32 of the table 19 when the cover 61, 62 is in place.

  The two aforementioned sections of each lower edge 77, 78 extend symmetrically from one another with respect to the plane 6, in the direction of a distance relative thereto as with respect to the portion 63, 64 , ie up to a respective free edge 79, 81 or 80, 82 of the wall 75, 76.

  The two edges 79, 81 and 80, 82 of each wall 75, 76 are rectilinear, oriented perpendicularly to and from the respective lower edge 67, 68, and are mutually symmetrical with respect to the plane 6 when the hood 61, 62 is installed; perpendicularly to the plane 6, that is to say parallel to the lower edge 77, 78, they are spaced apart by a distance which corresponds substantially to the distance between the connection of the bottom 23 of the recess 21 to the side face 17 of the blochet 1 and the connection of the bottom 24 of the recess 22 to the side face 18 of this block 1, so that each of the edges 79, 80, 81, 82 is approximately perpendicular to one of these connections when the cover 61, 62 is installed.

  Given that the lower edge 77, 78 of each wall 75, 76 is situated lower than the lower edge of the flanges 71, 72, 73, 74, each section of the lower edge 77, 78 is connected to one, respective flanges 71, 72, 73, 74 by a respective free edge 83, 84, 85, 86, approximately rectilinear and approximately parallel to the edge 79, 80, 81, 82.

  Upwards, the wall 75, 76 extends to an upper edge 87, 88, rectilinear, longitudinal, here convex rounded profile, connecting to an upper wall 89, 90 also flat, longitudinal and rectangular, of Part 65, 66.

  This upper edge 87, 88 is parallel to the corresponding lower edge 77, 78 and, parallel to this edge 87, 88, the upper wall 89, 90 is delimited by another straight edge 91, 92 parallel to the edge 87, 88 and located at the opposite of the portion 63, 64 relative to the wall 75, 76.

  Through this edge 91, 92, in the form of a sharp edge, the wall 89, 90 is connected to another flat wall 93, 94, also rectangular and longitudinal, which moves away from the wall 75, 76 and the edge. 91, 92, forming for example an angle of the order of 45 with the wall 89, 90.

  In the direction of a distance from the edge 91, 92, the wall 93, 94 is delimited by a rectilinear edge 95, 96, in the form of a sharp edge, which is parallel to the edge 91, 92 and through which is connected at the wall 93, 94 another flat, rectangular wall 97, 98, longitudinal, parallel to the wall 75, 76 and descending from the edge 93, 94 to a lower free edge 99, 100, rectilinear and located, by relative to the lower edge 77, 78, at a level such that, when the cover 61, 62 is installed, it comes flat to apply on the corresponding respective half 59, 60 of the upper face of the shoe 49 of the rail 50, between the respective marginal area 57, 58 and the connection of this upper half-face with the core 51, preferably preferably closer to the marginal area 57, 58 than this connection.

  The wall 75, 76, in the direction of the height, and the wall 89, 90, perpendicular to the wall 75, 76, are dimensioned such that these walls, with the walls 93, 94 and 97, 98, surround the wall. corresponding fixing member 55, 56 when the cover 61, 62 is in place.

  In the illustrated example, in addition, the wall 89, 90 bears downwardly, between the walls 75, 76 and 97, 98, a cylindrical wall 101, 102 of revolution about an axis perpendicular to this wall. 89, 90 and coinciding with the axis 37, 38 of the stud carrying the fastener 55, 56 corresponding, when the cover 61, 62 is in position, the cylindrical wall 101, 102 being dimensioned so as to fit on the non-referenced retaining nut of the corresponding fastening member 55, 56 on the corresponding stud 39, 40. Naturally, in the case where fasteners other than those shown in FIG. , 62, present internally a respectively adapted conformation.

  The various walls 89, 90, 93, 94 and 97, 98 are delimited, in addition to the aforementioned edges, by rectilinear free edges which are located in mutually parallel planes, not illustrated, including the aforementioned edges 79, 80 and 81, 82 of the wall 75, 76 and to which these references 79, 80, 81, 82 have been kept for simplicity. These planes, not shown, are parallel to the plane 6 and mutually symmetrical with respect thereto when the cover 61, 62 is installed.

  Thus, between the free edges 79, 80, 81, 82 of its portion 65, 66, each of the covers 61, 62, when installed, extends perpendicular to the plane 6, that is to say longitudinally, further than necessary to cover the fastener 55, 56 corresponding.

  The enclosure of this fixing member 55, 56 by the cover 61, 62 is completed by two flat partitions 103, 104, 105, 106, each of which coplanarly extends the respective one, corresponding flanges 71, 72, 73, 74 at the side of the trapezium whose shape is that of the upper wall 67, 68 of the part 63, 64. Each of the partitions 103, 104, 105, 106 thus mutually connects the wall 75, 76, the wall 89, 90 and the wall 97, 98, continuously. Downwards, each of them has a free edge comprising two rectilinear sections, at the rate of a first section 107, 108, 109, 110 which is connected to the wall 97, 98 at the free edge 99, 100 of it or slightly above this free edge 99, 100 and extends approximately parallel to the wall 89, 90, and a second section 111, 112, 113, 114 oriented approximately at 45 relative to the first section and connecting it to a respective section of the lower edge 77, 78 of the wall 75, 76. In its first section, the free bottom edge of each of the partitions 103, 104, 105, 106 runs along the marginal area 57, 58 of the respectively corresponding upper half 59, 60 of the shoe 49 of the rail 50, respectively on either side of the fastener or fastener 55, 56 corresponding, while its second portion overlaps a respective longitudinal edge corresponding, not referenced, of this pad 49.

  Given the aforementioned sizing of the walls 75, 76, 89, 90, 93, 94 and 97, 98 between the free edges 81, 82 and 79, 80, that is to say perpendicularly to the plane 6 once the cover 61 62, the partitions 103, 104, 105, 106 remain offset towards this plane 6 relative to the free edge 79, 80, 81, 82 respectively corresponding, so that each of the partitions 103, 104, 105, 106 defines with the walls 75, 76, 89, 90, 93, 94 and 97, 98 a respective longitudinally end cavity 169, 170, 171, 172 of the cover 61, 62, this cavity being open on the one hand longitudinally in the direction of a distance compared to the plane 6 and on the other hand down. By an appropriate dimensional choice, falling within the normal abilities of a person skilled in the art, the connection of the partitions 103, 104, 105, 106 with the wall 97, 98 takes place along a rectilinear ridge located substantially in line with each other. one, respective, shoulders 25 and 26 delimiting the recesses 22 and 23, so that these recesses 22 and 23 and freely open, upwardly, in one, respectively, cavities 169, 170, 171, 172, respectively on both sides of the plane 20 and more precisely in the vicinity of both oblique faces 33 and 34.

  It will be observed that, in its portion 65, 66, closest to the rail 50, each cover 61, 62 has an outer surface, in particular upwards and towards the rail 50, namely more precisely towards the core 51 thereof. , a transverse profile uniform throughout its longitudinal dimension, which transverse profile comprises upwardly a longitudinal longitudinal plane, perpendicular to the plane 20, defined by a flat upper face, 115, 116 of the wall 89, 90, and by a pan oblique, descending towards the web 51 of the rail 50 towards the pad 49 thereof and defined by a flat upper face 117, 118 of the wall 93, 94. Thanks to a suitable dimensioning of the walls 75 and 76, in the direction height, and walls 89, 90, perpendicular to these walls 75, 76, each of the oblique faces thus formed by the faces 117, 118 is in a non-referenced geometric plane whose extension intersects the upper surface half 59, 60 respectively corresponding pad 49 of the rail 50 between the respective marginal zone 57, 58 and the connection of this half 59, 60 of upper face to the core 51 of the rail 50.

  Along the same rail 50, the covers 61, 62 corresponding to two longitudinally adjacent crosspieces 2 and covers 61, 62 corresponding to the same block 1 are connected to each other and with the corresponding bell 1, sealingly to the material of burying the railway track 3 by a section 173 of vibration damping longitudinal profile, having a uniform cross section when not stressed in compression, but elastically compressible in particular transversely. This section section 173, which we will observe that we can choose, especially as to its hardness characteristics, without having to take into account the requirements of elastic mechanical connection between the rail 50 and the rattle 1, since this connection elastic mechanics is provided in the traditional way, in particular by means of a soleplate 54 serving as an intermediate for supporting the shoe 49 of the rail 50 on the bloket 1, may advantageously be made of a material having the elasticity of the rubber, from of a profile having the required uniform cross-section and a longitudinal dimension much greater than the longitudinal spacing between two crosspieces, this section being cut into either sections 173 of uniform longitudinal dimension, suitable for laying in straight track, or at the request , in particular for laying in a curve, in a manner that can be easily determined by a person skilled in the art as a function of indications which will be given later as to a preferred mode of cooperation between each section 173 of this section, which will be described hereafter as basic section, and each of the cross members 2 that it thus connects mutually, in a sealed manner to landfill material.

  Referring in particular to FIGS. 5 and 6, it can be seen that each section 173 of the base profile has a cross section such that it completely envelops the lower face 48 of the shoe 49 of the rail 50, the two longitudinal edges referenced of this pad 49, and the marginal area 57, 58 of each of the upper half halves 59, 60 of the pad 49, outside the longitudinally limited portions of each of these marginal zones 57 and 58 on which the members fasteners or fasteners 55, 56.

  For this purpose, each profile section 173 comprises a flat longitudinal core 174 delimited by an upper face 175 and a lower face 176 mutually parallel to each other, and two longitudinal edges 175, 174 which line the face. upper 119 of the core 118, form a projection above this upper face 175 and have a hook shape to a longitudinal plane of mutual symmetry, at least longitudinally located in each cross section of the section section 173 taking into account this that it can be associated with both a curved rail and a straight rail; this plane substantially coincides with the average plane 20 of symmetry of the shoe 49 and the core 51 of the rail 50 when the section section 173 is installed on it, if one refers to the immediate proximity of the plumb of a blochet 1, and it will be attributed thereafter the same numerical reference, for simplicity.

  The plane 20 also constitutes a plane of symmetry respectively for the upper faces 175 and lower 176 of the core 174, which are perpendicular thereto.

  Perpendicular to this plane 20, the upper face 175 has a dimension which corresponds to that of the shoe 49 between its two non-referenced edges, while the lower face 176 has a greater dimension, namely more precisely a dimension substantially identical to that which separates , perpendicular to the plane 20, the two lateral abutment faces 27, 28 and 29, 30 of the same recess 21, 22 of a blochet 1, or the walls 75 and 76 of the covers 61 and 62 installed on this blochet 1 .

  In the direction of a distance from the plane 20, on either side thereof, the lower face 176 of the core 174 is connected to a longitudinal side face, 123, 124 plane, turned in the direction a distance from the plane 20 and parallel to it. These lateral faces 123 and 124 are thus mutually symmetrical with respect to the plane 20 and mutually spaced by a distance corresponding to the dimension that the lower face 176 of the core 174 has perpendicularly to this plane 20.

  The side faces 123 and 124 define the boundaries of the section section 173 in the direction of a distance from the plane 20 and are common to the flanges 121 and 122, respectively.

  Perpendicularly to the lower face 176 of the core 174, that is to say also parallel to the plane 20, each of the lateral faces 123, 124 has the same size or height, substantially equal to the sum of the offset value of the funds 23 and 24 of the recesses 21 and 22 relative to the table 19 of a rattle 1, and the dimension that the wall 75, 76 of a cover 61, 62 has perpendicular to the wall 89, 90 thereof ; this distance can be measured inside each of the cavities 113, 114, 115, 116 or, preferably, outside thereof, between the lower edge 77, 78 of the wall 75, 76 and the upper face 115, 116 of the wall 89, 90, given that the thickness thereof, as thin as possible, can be considered negligible in comparison with the height of the wall 75, 76, or of the 123 side face 124 thus measured.

  Similarly, the distance separating the faces 123 and 124 perpendicularly to the plane 20 mutually may be substantially equal to that which separates the non-referenced faces of the walls 75 and 76 which face towards the inside of the cavities 113, 114, 115, 116 or, preferably, at the distance that separates the faces 177, 178 of these walls 75, 76 which are turned towards the outside of the cavities 169, 170, 171, 172, that is to say towards the parts 63, 64 covers 61, 62, these values corresponding with a good approximation given the thinness that is preferred to give the wall 75, 76 as the wall 89, 90.

  Upwardly, each of the faces 123, 124 is connected to an upper plane 125, 126 of the respective rim 121, 122, which pan plane 125, 126 is thus located, with respect to the upper face 175 of the core 174. section section 173, at a level substantially identical to that of the upper face 115, 116 of the cover 61, 62 relative to the lower face 48 of the pad 49.

  The two upper panels 125, 126, mutually coplanar and mutually symmetrical with respect to the plane 20 to which they are perpendicular, thus define for each of the flanges 121, 122 an upper limit substantially level with the underside, not referenced, of the wall 89 , 90 of the cover 61, 62, corresponding, or with the upper face 115, 116 of this wall 89, 90.

  Perpendicularly to the plane 20, each of the upper panels 125, 126 has a dimension substantially identical to that the wall 89, 90 of each cover 61, 62 has perpendicular to the wall 79, 80 thereof, at the bottom surface. not referenced or, preferably, the upper face 115, 116 of this wall 89, 90 and, in the direction of a rapprochement vis-à-vis the plane 20, is connected to a respective pan 127, 128 which goes down to the plane 20 and towards the core 51 of the rail 50, as well as towards the upper face 175 of the core 174 and the corresponding upper face half 59, 60 of the shoe 49, with, with reference to the upper panel 125, 126 respectively corresponding, an obliquity identical to that of the wall 93, 94 of each cover 61, 62 relative to its upper wall 89, 90, namely in the example shown at an angle of the order of 45 relative to the plane 20 or with respect to the upper face 175 of the core 174.

  Each of the panels 128 and 127 has perpendicularly to a straight unreferenced edge connecting to the upper panel 125, 126 respectively corresponding to a dimension substantially identical to that the wall 93, 94 has perpendicular to the edge 91, 92 of connection to the wall upper 89, 90 of the cover 61, 62, preferably measured at its upper face 117, 118 facing outwardly of the cavities 169, 170, 171, 172 or at its inner face turned towards the inside of these cavities, and is connected, opposite its connection with the respective upper face 125, 126, to a respective end plane 129, 130, parallel to the plane 20 and constituting the limit of the flange 121, 122 towards this plane 20. The two sections 129 and 130 are mutually parallel and mutually symmetrical with respect to the plane 20, to which they are parallel, and have in the direction of the height a sense dimension identical to that of the wall 97, 98 of a cover 61, 62, preferably measured on its face 119, 120 turned towards the outside of the cavities 169, 170, 171, 172, or on its non-referenced face, turned inwardly of these cavities 169, 170, 171, 172.

  Thus, in particular, the flanges 125, 127 and 129 of the flange 121 and the flaps 126, 128, 130 of the flange 122 reproduce substantially identically the transverse profile defined by the upper face 115, 116 of the upper wall 89, 90 a cover 61, 62, the upper face 117, 118 of its wall 95, 96 and the face 119 of its wall 97, 98. In particular, the panels 127 and 128 define on each of the flanges 121 and 122 a shape in a corner, respectively on either side of a longitudinal cavity 131, open upwards, defined between them and with the face 175 of the core 174 the flanges 121 and 122.

  Respectively on either side of this cavity 131, the flanges 121, 122 form a catching undercut of the profile section 117 on a respective marginal zone 57, 58 of the corresponding upper half-face portion 59, 60 of the skid 49.

  For this purpose, each of the end faces 129, 130 is connected downwards to a respective plane 132, 133 facing downwards and having with respect to the plane 20 an orientation substantially identical to that of a respective one of the zones. Marginal 57 and 58 to lie flat against it over the entire longitudinal dimension of the profile section 173, and this lower section 132, 133 is connected in the direction of a distance relative to the plane 20 , to a plane not referenced, parallel to the plane 20 with respect to which the two non-referenced sections thus defined are mutually symmetrical, and to which these two non-referenced sections are turned. These two non-referenced sections are mutually spaced, perpendicularly to the plane 20, a distance substantially identical to that which separates perpendicularly to this plane the two unreferenced songs of the shoe 49 of the rail 50, and they connect the lower pan 132, 133 corresponding at the upper face 175 of the core 174 of the profile section 173, so that each of them marries the respective one of the non-referenced edges of the shoe 49 to which the section section 173 thus clings without play. , through its flanges 121, 122, over its entire longitudinal dimension.

  As is apparent from the examination of FIG. 6, this longitudinal dimension is substantially identical to that which mutually separates the shoulders 25 and 26, facing each other, of the blocks 1, corresponding to the same rail 50, of two crosspieces 2 longitudinally adjacent, so that each profile section 173 fits into the recess 21, 22 corresponding by a respective end zone 134, 135, bearing down on the bottom 23, 24 of this recess 21, 22, by the lower face 176 of the core 174, and whether or not, as a function of relative longitudinal positioning tolerances of the crosspieces 2, abut longitudinally by a respective plane end transverse face 136, 137 against the shoulder 25 , Respectively corresponding 26 and against the corresponding sole 54. This interlock ensures between the section section 173, the block 1 and, through it, the sole 54 sealing against penetration of the landfill material 167, 168, put in place by the following.

  If, according to a variant not shown, the shafts 1 were deprived of recesses 21, 22, the longitudinal dimension of each section of base section 173, between its faces 136, 137, would be determined so that it abuts longitudinally, by these, on the side faces 17, 18 of the blokets 1 between which it is intercalated, preferably with a slight elastic longitudinal compression to seal the mutual contact vis-à-vis penetration of the landfill material 167, 168, set up later.

  The extreme transverse faces 136, 137 are common to the web 174 of the profile section 173 and to its edges 121, 122, so that the latter are interlocked, in each of the end zones 134, 135, in a respective extreme cavity 169, 170, 171, 172 of a cover 61, 62, preferably with a slight elastic transverse compression within said cavity so as to seal against the burial material 167, 168 between each cover 61, 62 and the flanges 121, 122 which it thus receives internally. For this purpose, it is preferably the outer dimensions of the cover 61, 62, at its upper faces 115, 116, 117, 118, 119, 120, reproduce the panels 125, 126, 127, 128, 129, 130 edges 121, 122 when the latter are in the state of rest, if one refers to the respective cross sections.

  In the absence of the recesses 21, 22 allowing the interlocking of the profile sections 173 in the rattles 1, it is possible to maintain such engagement of the flanges 121 and 122 thereof in the covers 61, 62 by slightly increasing the longitudinal dimension of these, such that they form a slight longitudinal overhang relative to the connection of each of the side faces 18 and 19 of a rattle 1 with the upper face 11 thereof.

  Thus, the covers 61, 62 provide a tight connection to the burial material between the flanges 121, 122 of the section sections 173 which succeed one another longitudinally, along the same rail 50, and an intimate contact of the web 174. and a lower part of this flange 121, 122 with the rattles 1, in practice inside the recesses 21, 22 when these are provided or by the faces 136 and 137 in the absence of such recesses 21 and 22 , complete this sealing vis-à-vis the burial material 167, 168 below the covers 61, 62, in particular below the lower face 48 of the pad 49.

  The marginal zones 57, 58 of the upper face halves 59, 60 of the shoe 49 of each rail 50, the unreferenced edges of this shoe and the lower face 48 thereof are thus completely enveloped by the section sections 173, the covers 61, 62, the flanges 54 and, where appropriate depending on the tolerances of the longitudinal dimensioning of the sections 173 and the relative longitudinal positioning of the adjacent sleepers, the blocks 1 themselves, at a portion of the steps 21 and 22 which is not possibly occupied by the end zone 134, 135 corresponding to the web 118 of a profile section 117. This wrapping, which prevents access, to the runner 49 of each rail 50, of the

  Buried material 167, 168 is completed upwards, on either side of the core 51 and the head 52 of the rail, to a predetermined level 138 of burial in the burial material, generally located a few millimeters, or less, below the rolling surface 10, by longitudinal, longitudinal profiles 139, 140 elastically compressible, in particular transversely, in order to damp the vibrations, and made of a material identical or similar to that of the sections of basic profile 173, with a hardness which may be identical to that of these basic profile sections 173, or else different from that of these basic profile sections 173, it being understood that the sections 139 and 140 may themselves have identical or different rigidities. This choice of the respective rigidities of the basic profile sections 173 and the lateral sections 139 and 140 falls within the normal abilities of a person skilled in the art, in particular as a function of the landfill material 167, 168 chosen, the technical characteristics of the rolling stock. on track 3 and the environment of it.

  Unlike section sections 173, the longitudinal dimension of which is defined by the mutual longitudinal spacing between two adjacent crosspieces 2, sections 139 and 140 may have identical lengths, chosen independently of this mutual longitudinal spacing of crosspieces 2, and cover laterally. the corresponding rail 50 on a longitudinal dimension corresponding to several section sections 173 and several covers 61, 62; several profiles 139 and several profiles 140 can follow one another thus, being mutually joined, end to end, along each rail 50 as illustrated in Figure 6 which shows the abutment of two sections 140, for example to the plumb with a base profile section 173, between two adjacent crosspieces 2, by respective end faces 141, 142 plane, transverse, whose simple mutual longitudinal support, preferably accompanied by a slight elastic longitudinal compression, can locally ensure a seal to the burial material 167, 168. It is understood that two profiles 139 may be abutted mutually in the same way, and that this abutment of the profiles 139 and profiles 140, respectively, can be performed not only directly above a profile section 117, but also above a cover 61, 62.

  In addition to the aforementioned elastic compressibility, particularly in the transverse direction, the sections 139 and 140 may advantageously be present, as well as the section sections 173, in the rectilinear state when they are at rest, that is to say before their installation on a rail 50, and have sufficient flexibility to adapt to the possible curvature of the rails 50, that is to say, to be used indifferently in a straight line and curved.

  Unlike the lateral profiles of the prior art, the profiles 139 and 140 have a self-stable cross section, which allows them to be held in place against the rail 50 without bonding, by a simple wedging effect between these rails and, as the case may be, the flanges 121 and 122 of the base profile sections 173 or covers 61, 62.

  For this purpose, as shown particularly in FIGS. 4 and 5, the external transverse sections of each of the lateral profiles 139, 140 have, in a respective lower zone, a complementary beak shape of the wedge shape defined upwards by the outer cross section of the flanges 121, 122 of the basic section sections 173 or by the covers 61, 62, which allows both to stabilize the side profiles 139 and 140 once installed and secondly to establish between these lateral sections 139 and 140 and an assembly constituted by the flanges 121, 122 of the base profile segments 117 and the covers 61, 62, a sealing relation to the landfill material 167, 168.

  If one considers the lateral profiles 139 and 140 in the installed state, as they are illustrated in FIGS. 4 and 5, it can be seen that each of the lateral profiles 139, 140 presents towards the plane 20 and toward the core 51 of the rail 50 a longitudinal pan 141, 142 approximately plane, approximately vertical, namely more precisely approximately parallel to the plane 20 and closely complementary to an area of a respective lateral face 143, 144 of the core 51 going from a leave providing the connection between this lateral face 143, 144 and a respective upper face half 59, 60 of the shoe 49, to a level immediately below an also non-referenced fillet providing the connection between this side face 143, 144 and the underside of the head 52 of the rail.

  Towards the bottom, this panel 141, 142 is connected to a respective convex longitudinal panel 145, 146 having a curvature such that it marries the respective one of the aforesaid holidays, ensuring the connection between the lateral face 143, 144 of the 51 and the respectively corresponding upper face half 59, 60 of the pad 49.

  In contrast to its connection with the pan 141, 142, this convex pan 145, 146 is connected to another longitudinal pan, plane, 147, 148 facing downwards and in the direction of a distance relative to the plane 20 and with respect to the web 51 of the rail 50, with an obliquity substantially identical to that of the pan defined by the upper face 117, 118 of the wall 93, 94 of a cover 61, 62 or the panels 127, 128 of FIG. a flange 121, 122 of a profile section 117, so that this section 147, 148 is flat against the thus defined faces on each flange 121, 122 and on the covers 61, 62, defining with the pan 141, 142 and the pan 145, 146 of the same lateral section 139, 140 the aforementioned beak shape.

  In the direction of a distance from the plane 20 and with respect to the core 51 of the rail 50, that is to say opposite to its connection with the respective convex part 145, 146 respectively, each of parts 147, 148 is connected respectively to another longitudinal pan, plane 159, 160 oriented perpendicularly to the plane 20 and in turn complementary to one, respective, the upper panels 125 and 126 of the flanges 121 and 122 of the sections of the profile. base 173 and defined sections, on each of the covers 61 and 62, by the upper faces 115, 116 of their upper wall 89, 90 which, thus, provide support to the lateral sections 139, 140, downwards, parallel to the plan 20.

  Perpendicularly to this, the panels 149 and 150 have in the illustrated example a dimension identical to that of the panels 125 and 126 of the flanges 121 and 122 and the panels defined by the faces 89, 90 of the covers 61, 62 and, in the example illustrated in Figures 4 and 5, which corresponds more particularly to the case in which the burial material 167 is intended to be sodded, that is to say is movable, each of these sections 149, 150 is connected, further away from the plane 20, to a respective longitudinal plane portion 151, 152 ascending in the direction of approach towards the plane 20 and the head 52 of the rail 50, so as to be connected thereto at a level corresponding to the landfill level 138.

  At this level, each panel 151, 152 is connected to a concave longitudinal panel 153, 154 which matches the head 52 of this level to near the aforementioned connection between the underside of this head 52 and the web 51 of the rail 50. At this level, each convex portion 153, 154 is connected to a longitudinal pan, respective plane 155, 156 which overlaps the aforesaid leave and descends closer to the plane 20, to be connected respectively to the pan 141 or 142.

  Preferably, a seal is ensured, immediately below the burial level 138, between the sides 153, 154 of the lateral sections 139, 140 and the head 52 of the rail 50, this sealing not only concerning the burial material but also the water. For example, a respective longitudinal joint 157, 158 may be used for this purpose, made of a polymerizable adhesive mastic preferably chosen so as to maintain flexibility after polymerization.

  The shape of the side profiles 139, 140 which has just been described is more particularly suitable for furniture burying materials, in respect of which it is not necessary to provide elasticity in the immediate vicinity of the burial level. .

  When the landfill material 168 is rigid, and constituted for example by asphalt pavers or concrete, it is preferable to provide elasticity between each rail 50 and the landfill material, and it is preferred to use lateral sections 159 , 160 having a cross section partially different from that just described, and which will now be described with reference to Figures 9 and 10.

  Identical to these FIGS. 9 and 10 is a block 1 of a cross-member 2, the corresponding rail 50, fasteners or fasteners 56, a section of base section 173 and covers 61 and 62, and the same reference numerals as in FIGS. 4 to 6 have been used to denote the parts or components thereof.

  Also found in Figures 9 and 10 the base 4, an adjustable shim 9, simply shown schematically, the rolling surface 10 and the level 138 of burial.

  The lateral sections 159, 160 themselves have great similarities with the lateral sections 139, 140, and the sections 141, 142, 145, 146, 147, 148, 153, 154, 155 are identical. 156; in this case too, the panels 153 and 154 are sealed with respect to the head 52 of the rail 50 in the immediate vicinity of the burial level 138, that is to say immediately below this level, by a respective longitudinal joint 157, 158.

  We also find in this case the panels 149 and 150 but, in the nonlimiting embodiment of the profiles 159 and 160 which has been illustrated, these panels 149 and are shorter, perpendicularly to the plane 20, that the sides 149 and 150 of the profiles 139 and 140, from their connection to the sides 147, 148, respectively. In other words, they are also shorter, perpendicular to the plane 20, than the sides 125 and 126 of the flanges 121 and 122 of the base profile sections 117 and that the faces defined by the upper faces 115 and 116 of the upper walls. 89 and 90 of the covers 61 and 62.

  However, the sections 149 and 150 of the profiles 159 and 160 extend farther from the plane 20 than the head 52 of the rail 50, and, by their limit in the direction of a distance relative to the plane 20, they connect to a longitudinal pan, respective plane 161, 162 parallel to the plane 20, that is to say at least approximately parallel to pan 141, 142 and turned away from this pan 141, 142, that is to say in the sense of a distance from the plane 20.

  Upward, each of the panels 161, 162 extends to the burial level 138 and connects at this level to another plane longitudinal pan 163, 164, meanwhile perpendicular to the plane 20, facing upwards and disposed at level 138 to connect, at this level, respectively pan 161 to pan 153 and pan 162 to pan 154, just above seal 157, 158.

  In such a case, in which the burying material 168 is rigid, it is preferably provided a sealing of each side profile 159, 160 vis-à-vis this landfill material 168, immediately below the burial level 138, for example by means of a longitudinal joint 165, 166 which may also be constituted by a masticcolle or by a hot-cast mass, preferably retaining in both cases a certain flexibility after setting. It is in this case to establish a watertightness.

  It will be observed that, in the case of landfill materials 167, 168 different inside the lane and outside 16 thereof, namely more specifically in the case where one of these materials d burying is loose and the other rigid, could be associated with the appropriate side of the rail 50 one of the side profiles described with reference to Figures 9 and 10, preferably associated with the seal 165, 166 corresponding, and the on the other side of the rail one of the lateral sections 139 and 140 described with reference to FIGS. 4 to 6.

  Similarly, although it has been described lateral profiles 139, 140, 159, 160 whose outer profile towards the plane 20 is adapted to the outer profile of a groove rail, it would not be outside the scope of the the present invention by conforming the lateral sections 139, 140, 159, 160 to fit a mushroom rail, or Vignole rail, in their part designed to fit the rail. In such a case, in which the rail is symmetrical with respect to the average plane 20, the sections 139 and 140 would be identical, and mutually symmetrical with respect to this plane 20, as well as the sections 159 and 160, as will be easily understood by Skilled person.

  The design of the side profiles and base section sections 173 could otherwise remain unchanged from what has been described.

  However, in the case of side profiles having, as side profiles 159 and 160 which have been described with reference to Figure 9, an upper face 163, 164 at the burial level 138, it may be necessary to arrange in the upper face 163 of the lateral section 159 located inside the track 15 a continuous longitudinal groove, similar to the groove 53, to allow the passage of the wheel flanges of rail vehicles in the event that the level of burial 138 would be offset, with respect to the running surface 10, a height lower than that of such flanges. Such an adaptation is within the normal abilities of a person skilled in the art.

  More generally, the faces 163 and 164 of the lateral profiles 159, 160 could have certain characteristics of their integration with a traffic lane of non-railway vehicles or pedestrians, and for example be provided with a tight alternation of troughs and reliefs making them slip resistant.

  Whichever embodiment is chosen for the lateral sections 139, 140, 159, 160, the laying of a railroad track in accordance with the present invention is carried out in a manner which will now be described. .

  The laying of the crosspieces 2, on the underbody 4, and rails 50, on the crosspieces 2, by means of the elastically compressible soles 54, is carried out in the traditional way as well as the installation of the fasteners 55, 56, and therefore does not require further description.

  The sections of base section 173 can be hooked by their flanges 121, 122 to the shoe 49 of the rails 50 and be prepositioned longitudinally under the latter before being placed on the crosspieces 2 by means of the elastically compressible soles 54 but, taking into account the the relative flexibility that the base profile sections 173 preferably have, preferably, the latter can also be hooked to the pad 49 by their flanges 121, 122 and engaged in the recesses 21 and 22 of the blocks 1 of the crosspieces 2 by their end zones 134, 135 after installation of the rails on these blokets, however preferably before the installation of the covers 61, 62.

  These are then installed, on the fasteners 55, 56, by interlocking their bet 67, 68 inside the bosses 41, 42 of the rattles 1, and are nested by their cavities 169, 170, 171, 172 on the end zones 134, 135 of the base profile sections 173, at the end portions 134, 135 of the latter, which ensures between them not only continuity against penetration of the landfill material 167 , 168, but also a continuity of geometric shape of their outer transverse sections in their upper parts defined by the sides 125, 126, 127, 128, supplemented locally by the panels defined by the upper faces 115, 116, 117, 118 walls 89, 90, 93, 94 of the covers 61, 62.

  If necessary, the introduction of the covers 61, 62 is accompanied by a slight elastic compression of the flanges 121, 122.

  It is then possible to install the side profiles 139, 140, 159, 160, which are fitted by their lower beak-shaped zones in the upper zone, in the form of a corner, than the flanges 121 and 122 and the covers 61, 62. define with the core 51 of the rail 50 and the pad 49 thereof. The establishment of the material constituting the seal 157, 158 may be prior to this installation of the lateral sections 139, 140, 159, 160 or posterior thereto.

  Each rail 50 is then sealed by the basic section sections 173, by the blocks 1 of the sleepers 2, with the flanges 54, and by the lateral sections 139, 140, 159, 160, up to the level of burial 138, against penetration of the burial material 167, 168 which can then be put in place up to level 138 without risk of contact with the rail 50 and therefore of creating a hard point therebetween and the crosspieces 2 or the underbody 4. When it is a question of carrying out an installation according to FIGS. 9 and 10, it is preferable to reserve in an upper zone of each of the lateral panels 161, 162 sections 159, 164, in the burial material 168, a continuous longitudinal groove, open upwards, in which it is then put in place the seal 165, 166.

  If, subsequently, it is necessary to change one of the lateral sections 139, 140, 159, 160, only this lateral profile must be released from the landfill material 167, 168, and it is easy, then from the remove to fit in its place another similar lateral profile.

  Similarly, if it is a question of replacing a section of base section 173, it is sufficient to release it from the burial material 167, 168, and it is then easy to remove it to replace it with a section similar.

  In both cases, only the strictly necessary amount of landfill material 167, 168 must be removed, then put back into place, and it is, in particular, not necessary to disassemble the rails 50 of the sleepers 2 so that the track 3 remains usable during the work.

  In other words, only an intervention on the rails 50 requires disassembly of the latter after removal of the side sections 139, 140, 159, 160 and covers 61, 62, once the burial material 167, 168 removed. Such disassembly is also necessary if it is a question of changing the saddles 54, but it will be observed that, insofar as the constituent material of the latter and their dimensions can be chosen independently of the constituent material of the basic profile sections 173 and their dimensions, in particular at their core 174, these soles may be chosen optimally to best withstand the mechanical stresses to which they are subjected, as well as the base profile sections 173 and the lateral sections 139, 140, 159, 160 can be chosen exclusively according to the specific specifications to which they must respond.

  A railway line made in accordance with the present invention therefore does not require maintenance operations that are closer than those of a conventional, non-recessed railway, that is to say requires fewer maintenance operations than embedded railroad made in accordance with the prior art previously described, and these maintenance operations are considerably easier and faster; they are all the less restrictive if, if they concern only the lateral sections 139, 140, 159, 160 or the base section sections 173, they do not require the removal of the rails 50 and therefore constitute a minimum of hinders the passage of trains.

  It is understood, however, that the modes of implementation of the present invention which have just been described are only non-limiting examples, to which we can provide many variants without departing from the scope of the present invention.

  These variants may relate in particular to the shape of the outer section of the base profile sections 173, the lateral sections 139, 140, 159, 160 and the covers 61, 62, provided that the latter will complete the cross-section of the section sections. base 173 and that of the lateral sections 139, 140, 159, 160 to prevent the access of the burial material to the rail, as well as the internal design of the base profile sections 173 and the lateral sections 139, 140, 141, 142, which have been shown solid and solid but which could also be hollow, tubular, and shaped internally so as to have desired characteristics of transverse elasticity, in particular.

Claims (34)

  1. A method of installing a railroad track (3), comprising a series of steps consisting of: a) arranging the sleepers (2) on a base (4), distributing them according to a mean longitudinal path of the track (3) ) and by orienting them transversely, b) resiliently mounting two longitudinal rails (50) on the crosspieces (2) in respective mutually symmetrical positions with respect to the mean longitudinal pattern, wrapping each rail (50) by means of longitudinal profiles ( 139, 140, 159, 160, 173) of vibration damping, having a respective external cross-section uniform at rest but elastically compressible transversely, due to: - a base profile (173) conforming to the underside (48) of the shoe (49) of the rail (50) and having two flanges (121, 122) conforming laterally to the shoe (49), respectively on one side and the other side of the rail (50), by catching on a marginal area respective (57, 58) from above (59, 60) of the shoe (49), two side profiles (139, 140, 159, 160) fitting, on one side of the rail (50), the top (59, 60) of the shoe (49), between the respective marginal area (57, 58) and the web (51) of the rail (50), by connecting to a respective rim (121, 122) of the base profile (173), the web (51) of the rail (50) and the head (52) thereof, up to a determined level (138) located below the running surface (10) of the rail (50) but close to this running surface (10), c) burying the sleepers (2) and the rails (50), via said longitudinal profiles (139, 140, 159, 160, 173), to said determined level (138), by means of a material of burial (167, 168), avoiding any direct contact between the latter and the rails (50), characterized in that step b is implemented by a succession of steps consisting of: b1) - firstly put each rail (50) on each crossbar (2) in a manner otherwise known in itself, interposed between the underside (48) of the shoe (49) and the cross member (2), an elastically compressible sole (54), of longitudinal dimensions smaller than those of the respective cross-member (2), then resting on the top ( 59, 60) of the pad (49), in a respective longitudinally limited portion of each of the marginal areas (57, 58) thereof, a respective member (55, 56) for securing the rail (50) to the cross-member (2), and then covering each fixing member (55, 56) and the corresponding marginal area (57, 58) with a respective protective cover (61, 62), - secondly having and retaining relative at each rail (50), respectively, between two crosspieces (2) consecutive, a respective section (173) of the base profile, chosen from a longitudinal dimension such that it connects mutually, longitudinally, without substantial discontinuity, the two soles (54), - by choosing the longitudinal dimension of the covers (61, 62) of t it ensures that they are connected longitudinally, without substantial discontinuity, to the flanges (121, 122) of the sections (173) of the basic profile and by choosing the respective external transverse sections of the covers (61, 62) and the flanges (121, 122) sections (173) of base profile such that they are substantially identical at least in respective upper zones facing upwards and adjacent to the top (59, 60) of the pad (49) and the soul (51) of the rail (50) corresponding, b2) fit the two lateral sections (139, 140, 159, 160), the longitudinal dimension of which is chosen independently of that of the sections (173) of the base profile, between said upper zones respectively of the covers (61, 62) and the flanges (121, 122) of the base profile sections (173) and the web (51) of the rail (50), by selecting the external cross-section of the side profiles (139, 140, 159, 160) so that it is substantially complemen that of said upper zones in respective lower zones facing downwards so that said lower zones come to marry, without substantial discontinuity, said upper zones, and placing, where appropriate in the mutual longitudinal extension, without substantial discontinuity, several copies of each of the side profiles (139, 140, 159, 160) along the rail (50) so as to isolate the rail (50) sealingly from the landfill material (167, 168) .   2. Method according to claim 1, characterized in that, during step b1, each end (134, 135) of each section (173) of the base profile is fitted below the pad (49) in a respective upper recess (21, 22) arranged in each of the corresponding consecutive crosspieces (2) and directly adjacent, longitudinally, to the corresponding sole (54).   3. Method according to any one of claims 1 and 2, characterized in that, in step b1, is engaged each end (134, 135) of each section (173) of the base profile, by each of its flanges (121, 122) in a longitudinally-elongated cavity (169, 170, 171, 172) of the corresponding cap (61, 62).   4. Method according to any one of claims 1 to 3, characterized in that the respective outer transverse sections of the covers (61, 62) and flanges (121, 122) of the sections (173) of the basic profile, in said respective upper regions, have a wedge-shaped shape defined by a respective first (117, 118, 127, 128) descending upwardly (59, 60) of the pad (49) and toward the web (51) of the rail (50). ), and in that the outer cross-section of the side profiles (139, 140, 159, 160), in said respective lower zones, has a bill-like shape, defined by a respective first (147, 148) top-down pan. (59, 60) of the pad (49) and to the web (51) of the rail (50) and complementary to said wedge shape.   5. Method according to claim 4, characterized in that said first panels (117, 118, 127, 128, 147, 148) are connected, in the direction of a distance relative to the core (51) of the rail ( 50), to a respective second section (115, 116, 125, 126, 149, 150) substantially perpendicular to the web (51) of the rail (50), such that the side sections (139, 140, 159, 160) bear downwards on the flanges (121, 122) of the sections (173) of the base profile and on the covers (61, 62) in a transverse direction parallel to the web (51) of the rail (50). ), through said second panels (115, 116, 126, 149, 150).   6. Method according to any one of claims 1 to 5, characterized in that the outer cross section of at least one of the side profiles (159, 160) has, in the direction of a distance from the a web (51) of the rail (50), a third panel (161, 162) substantially parallel to the web (51) of the rail (50), and upwardly a fourth panel (163, 164) substantially perpendicular to the web (51) of the rail (50), located at said level and connecting the third panel (161, 162) to the head (52) of the rail (50).   7. Method according to any one of claims 1 to 5, characterized in that the outer cross section of at least one of the lateral profiles (139, 140) has in the sense of a distance from the web (51) of the rail (50) a fifth panel (151, 152) approaching the web (51) of the rail (50) upwardly and connecting to the head (52) of the rail (50) at said level (138).   8. Method according to any one of claims 1 to 7, characterized in that, before step c, it creates a seal (157, 158) between each lateral section (139, 140, 159, 160) and the head (52) of the rail (50) immediately below said level (138).   9. Method according to any one of claims 1 to 8, characterized in that, during or after step c, a seal (165, 166) is created between one or each lateral section (159, 160) and the material landfill (168), immediately below said level (138).   10. Method according to any one of claims 1 to 9, characterized in that the constituent materials of the base profile (137) and each of the lateral profiles (139, 140, 159, 160) are chosen from a group comprising the elastically compressible materials of the same hardness and elastically compressible materials of different hardnesses.   11. A method according to any one of claims 1 to 10, characterized in that the rails (50) are selected from a group comprising the rails (50) groove (53) and rails mushroom.   12. Recessed railway track, comprising: a) sleepers (2) arranged on a base (4), distributed along a mean longitudinal path of the track (3) and oriented transversely, b) two longitudinal rails (50) resiliently mounted on the sleepers (2) in respective mutually symmetrical positions with respect to the mean longitudinal pattern, and each wrapped by means of vibration damping longitudinal sections (139, 140, 159, 160, 173) having a respective outer cross-section uniform at rest but elastically compressible transversely, due to: - a base profile (173) conforming to the underside (48) of the shoe (49) of the rail (50) and having two flanges (121, 122) conforming laterally to the shoe (49), respectively on one side and the other of the rail (50), and hooked on a respective marginal area (57, 58) of the top (59, 60) of the pad (4 9), - two profiles lateral (139, 140, 159, 160) marrying, d a respective side of the rail (50), the top (59, 60) of the pad (49), between the respective marginal area (57, 58) and the web (51) of the rail (50), by connecting to a respective rim (121, 122) of the base profile (173), the web (51) of the rail (50) and the head (52) thereof, to a determined level (138) below of the running surface (10) of the rail (50) but close to this running surface (10), c) a burying material (167, 168) burying the sleepers (2) and the rails (50), by intermediate of said longitudinal sections (139, 140, 159, 160, 173) up to said determined level (138), without direct contact with the rails (50), characterized in that: - in a manner otherwise known in itself, each rail (50) rests on each crossmember (2) via a resiliently compressible soleplate (54), of longitudinal dimensions smaller than those of the respective crossmember (2) interposed between the underside ( 48) of the shoe (49) and the crossbar (2), and is fixed to the crossmember (2) by means of two fasteners (55, 56) placed in abutment on the top (59, 60) of the shoe (49), in a respective part, longitudinally limited, each of the marginal areas (57, 58) thereof, each fixing member (55, 56) and the corresponding marginal area (57, 58) being covered with a respective protective cover (61, 62), the base profile (173) is divided into a plurality of sections (173) arranged and retained with respect to each rail (50), respectively, between two consecutive crosspieces (2), each section (173) having a longitudinal dimension such as it connects mutually, longitudinally, without substantial discontinuity, the two soles (54) corresponding, - the covers (61, 62) have a longitudinal dimension such that they are connected longitudinally, without significant discontinuity, to the flanges (121, 122 ) sections (173) of the basic profile and the cross-sections respective outer edges of the covers (61, 62) and flanges (121, 122) of the base profile sections (173) are substantially identical at least in respective upwardly facing upper regions (59, 60). of the shoe (49) and the core (51) of the corresponding rail (50), - the two lateral profiles (139, 140) have a longitudinal dimension independent of that of the base profile sections (173), and are fitted together between said respective upper areas of the covers (61, 62) and the flanges (121, 122) of the base profile sections (173) and the web (51) of the rail (50), the outer transverse section of the side profiles ( 139, 140, 159, 160) being substantially complementary to that of said upper zones in respective lower zones facing downwards so that said lower zones marry without any substantial discontinuity said upper zones, and several copies of each lateral profiles (139, 140, 159, 160) being placed, if necessary, in the mutual longitudinal extension, without substantial discontinuity, along the rail (50), so as to isolate the rail (50) in a sealed manner from -vis burial material (167, 168).   13. Track according to claim 12, characterized in that each end (134, 135) of each section (173) of the base profile is nested, below the pad (49), in a respective upper recess (21, 22 ) arranged in each of the corresponding consecutive crosspieces (2) and directly adjacent, longitudinally, to the corresponding sole (54).   14. Railway track according to any one of claims 12 and 13, characterized in that each end (134, 135) of each section (173) of the base profile is fitted, by each of its flanges (121, 122), in a cavity (169, 170, 171, 172) longitudinally extreme of the cover (61, 62) corresponding.   15. Railway track according to any one of claims 12 to 14, characterized in that the respective outer transverse sections of the covers (61, 62) and flanges (121, 122) of the sections (173) of the basic profile, in said respective upper zones have a wedge shape defined by a respective first (117,118,127,128) upward descending section (59,60) of the shoe (49) and towards the web core (51) ( 50), and in that the outer cross-section of the side profiles (139, 140, 159, 160), in said respective lower regions, has a bill-like shape, defined by a respective first pan (147, 148) descending towards the above (59, 60) of the shoe (49) and towards the web (51) of the rail (50) and complementary to said wedge shape.   16. Track according to claim 15, characterized in that said first panels (117, 118, 127, 128, 147, 148) are connected, in the direction of a distance relative to the core (51) of the rail (50), to a respective second section (115, 116, 125, 126, 149, 150) substantially perpendicular to the web (51) of the rail (50), and in that the side sections (139, 140, 159) , 160) bear downwards on the flanges (121, 122) of the sections (173) of the base profile and on the covers (61, 62) in a transverse direction parallel to the web (51) of the rail ( 50), through said second panels (115, 116, 125, 126, 149, 150).   17. Railway track according to any one of claims 12 to 16, characterized in that the outer cross section of at least one of the lateral profiles (159, 160) has, in the sense of a distance from the web (51) of the rail (50), a third panel (161, 162) substantially parallel to the web (51) of the rail (50), and upwardly a fourth panel (163, 164) substantially perpendicular to the web (51) of the rail (50), located at said level (138) and connecting the third panel (161, 162) to the head (52) of the rail (50).   18. Railway track according to any one of claims 12 to 16, characterized in that the outer transverse section of at least one of the lateral sections (139, 140) has a direction away from the (51) of the rail (50) a fifth panel (151, 152) approaching the web (51) of the rail (50) upwardly and being connected to the head (52) of the rail (50) level (138).   19. Railway track according to any one of claims 12 to 18, characterized in that it has a seal (157, 158) between each lateral section (139, 140, 159, 160) and the head (52) of the rail (50), immediately below said level (138).   20. Railway track according to any one of claims 12 to 19, characterized in that it has a seal (165, 166) between one or each lateral section (159, 160) and the burying material (168), immediately below said level (138).   21. Railway track according to any one of claims 12 to 20, characterized in that the constituent materials of the base profile (173) and each of the lateral profiles (139, 140, 159, 160) are chosen from a group comprising elastically compressible materials of the same hardness and elastically compressible materials of different hardnesses.   22. Railway track according to any one of claims 12 to 21, characterized in that the rails (50) are selected from a group comprising the rails (50) groove (53) and rails mushroom.   23. A longitudinal vibration damping profile, having a uniform external cross-section at rest but elastically compressible transversely, defining a longitudinal cavity (131) continuous, open, adapted to receive the pad (49) of a rail (50) of railroad track (3) by wedging by a flat bottom (175) the shoe (49) from below (48), between two longitudinal flanges (121, 122) able to conform laterally to the shoe (49), respectively on one side or on the other side of the rail (50), by hooking on a respective marginal area (57, 58) of the top (59, 60) of the shoe (49), characterized in that, in an upper zone of each of the flanges (121, 122), intended to be turned upwards and close to the cavity (131), said cross section has a wedge shape defined by a respective first section (127, 128) descending towards said cavity (131) .   24. Profile according to claim 23, characterized in that each of said first panels (127, 128) is connected, in the direction of a distance relative to the cavity (131), to a respective second section (125, 126). , the second panels (125, 126) corresponding to the two flanges (121, 122) being oriented identically, parallel to the bottom (175) of the cavity (131).   25. A longitudinal vibration damping profile, having a uniform, resiliently compressible transverse external cross-section, defining, in a lateral zone (141, 142) to be oriented approximately vertically, a convex generally convex shape, d one side of a track (50) of track (3), the top (59, 60) of the shoe (49), between a marginal area (57, 58) of the top (59, 60) of the shoe (49). ) and the web (51) of the rail (50), the web (51) of the rail (50) and the head (52) thereof, to a determined level (138) located below the plane rolling (10) of the rail (50) but close to this running surface (10), characterized in that, in a lower zone, intended to be turned down and adjacent to said lateral zone (141, 142), said cross section has a bill shape, defined by a first pan (147, 148) converging downwardly with said lateral area (141, 14 2).   26. Profile according to claim 25, characterized in that said first panel (147, 148) is connected, in the direction of a distance from said lateral zone, to a second panel (149, 150) oriented approximately perpendicularly to said lateral area (141, 142).   27. Profile according to any one of claims 25 and 26, characterized in that said outer cross section has, in the direction of a distance relative to said side zone (141, 142), a third section (161, 162 ) substantially parallel thereto and, in an upper area to be upwardly facing, a fourth panel (163, 164) oriented approximately perpendicular to said side area (141, 142) and connecting the third panel (161, 162 ) to this one.   28. Profile according to any one of claims 25 and 26, characterized in that said outer cross section has, in the direction of a distance relative to said lateral zone (141, 142), a fifth section (151, 152 ) approaching said lateral zone (141, 142) and connecting thereto in the direction of a distance from said lower zone.   29. Protective cover of a member (55, 56) for fixing a rail (50) of a railway track (3) to a cross member (2), characterized in that it has, in a longitudinal upper zone intended to to be turned upwards, delimited by a longitudinal free edge (99, 100) intended to be turned towards the web (51) of the rail (50), a uniform external cross section, between two transverse ends (79, 80, 81, 82).   30. Cover according to claim 29, characterized in that each of said transverse ends (79, 80, 81, 82) has a longitudinal cavity (169, 170, 171, 172) delimited transversely, along said upper zone, by a wall (89, 90, 93, 94) with parallel faces as thin as possible mechanically, and open on the one hand longitudinally, in the corresponding transverse end (79, 80, 81, 82), and on the other hand towards the low.   31. Hood according to any one of claims 29 and 30, characterized in that, in said upper zone, said cross section has a wedge shape, defined by a first portion (117, 118) descending towards said free edge (99 , 100).   32. Cover according to claim 31, characterized in that said first panel (117, 118) is connected, in the direction of a distance relative to said free edge (99, 100), to a second panel (115, 116). with respect to which the first panel (117, 118) is fully recessed and is intended to be oriented approximately perpendicular to the web (51) of the rail (50).   33. Railway cross-member for receiving two mutually parallel rails (50) having for this purpose an approximately planar upper face (11) bordered by two approximately plane lateral faces (17, 18) approximately perpendicular to the upper face. (11) and approximately parallel to each other, and, in two specific locations of said upper face, two planar zones (19) for receiving a resilient abutment (54) of a respective one of the rails (50). ), characterized in that it has a localized recess (21, 22) at the connection of each of said planar zones (19) with each of said lateral faces (17, 18), respectively.   34. Traverse according to claim 33, characterized in that said recess (21, 22) has a bottom (23, 24) approximately parallel to said respective region (19) and recessed therefrom, a shoulder ( 25, 26) approximately parallel to the corresponding lateral face (17, 18) and connecting said bottom (23, 24) to said corresponding zone (19), and two approximately perpendicular lateral abutment faces (27, 28, 29, 30). to said bottom (23, 24) and said shoulder (25, 26) and connecting the latter to the corresponding upper face (11) and side face (17, 18) at a respective level corresponding to a respective edge (31, 32) of said corresponding zone (19).