SK2997A3 - Filler piece under the bottom of rail for railways - Google Patents

Abstract

The template for the flexible bearing plate-free or solid, eventually flexible bearing plate fixation system for the rail of the rail vamps, in which it secures the damping of the effects of rail vehicles on ties, vamp and footwall. The surface (4) oriented to the surface of tie or bearing plate is plain, eventually equipped with the flexible design. The surface (5) oriented to the footing of the rail is equipped with the design with flexible forming projections (9), which are separated by gaps. The static and dynamic parameters of the template can be changed by the form and size of the flexible projections (9), and by their arrangement in the weighted flat. The increasing the stability of the template position in the fixation system is reached by neither two cross stops (10) on the bearing surface (4) in the combination with the elastic projections (11) placed on the bearing surface (5), or by four side stops (22) on the sides of the template, whilst these stops (22) are equipped with the vertical projections (23) directed vertically upwards next to the sides of the rail footing. The said advantages are reached with following the prescribed values of the inner and surface isolation resistance of the template.

Description

The invention relates to a washer that is installed between the rail foot and the upper surface of the sleeper at the non-base rail or between the rail foot and the base rail of the rail clamping system in the rail superstructure assembly.

BACKGROUND OF THE INVENTION

For the fastening of the rail to sleeper on current lines, the base systems are mainly used, whose constructional designs are different from each other. In recent years, however, the originally rigid base bolt clamping system has been reconstructed to resilient in that the rail foot is no longer fixed by steel springs but by steel shaped springs. In modern high-speed rail lines, only flexible non-base rail clamping systems are used. For both of these basic types of clamping systems, a rubber or plastic pad is placed between the rail foot and the surface of the base or concrete sleeper to dampen the dynamic effects of the rail vehicles on the track, sleeper, superstructure and subsoil.

On the basis of information, test and measurement results on the lines, as well as the results of laboratory tests, it can be concluded that the overall stiffness of the lines is still too high, which has an adverse effect on both the life of the superstructure and the bogies. The washer also contributes to the overall stiffness.

In particular, the mat shall have a high degree of flexibility, suitable dynamic parameters and the best possible stability of these characteristics during the enrollment in the line prescribed by the required service life. It must also suitably influence the dynamic conditions in a given embodiment of the clamping system so that the operational reliability of the clamping system is not impaired and that the safety of railway operation due to the transient and impact of the wheel dynamic force on the sleepers is not compromised.

In addition to the above characteristics, the design of the washer must ensure the highest possible distribution of the force effects into the load area of the sleeper below the rail foot in the non-base clamping system in order to exclude the possibility of a point load on the sleeper surface. Indeed, the point load causes very high dynamic specific pressures on the surface of the sleeper, causing micro-cracks in the surface of the concrete sleeper and a gradual loss of strength and reliability of the clamping system. It is therefore clear that the design of the lower bearing surface of the pad in contact with the sleeper surface substantially affects the safety of railway operation. In addition, the washer must provide electrical insulation of the rails from the sleepers and must also reduce the noise caused by the undercarriage of the rolling stock.

Another and very important feature of the pad is the stability of its position in the clamping system, because the reduction of the effects of dynamic wheel force on the sleeper is ensured by spreading the load over multiple sleepers, which is also the main contribution of the pad. It has been proven in practice that the rail directly influences the position of the pad due to the radial deflection and longitudinal "wandering" caused by temperature differences in summer and winter and the mechanical cohesion of impurities with the surface of the pad. There are known cases from the track where the washer in the underlay clamping system is usually offset by up to 50% of its length compared to the base position in the direction of the longitudinal axis of the rail, so that the loaded surface of the underlay is reduced which negatively affects the dynamic wheel force decomposition. loading of sleepers, superstructure and subsoil of rolling stock. In addition, in these systems, the washer is extended from the foot of the rail also in the transverse direction. In many cases, the washer is completely extended from the gap between the foot of the rail and the base. Insufficient position fixation is also proven in the non-base fastening systems of speed lines. In order to achieve a dynamic wheel force distribution over the required number of sleepers and to avoid exceeding the permissible maximum load on the concrete sleeper, it is necessary that the position of the washer in the clamping system is stabilized as much as possible by the design itself. In practice, pads are known for a base system or even a flexible, non-base rail clamping system, the position of which in the clamping system is secured by two transverse stops on the bearing surface oriented towards the sleeper, these stops intended to limit the longitudinal displacement of the washer the base plate or the sleeper head. For the newly built speed lines are currently in use

-3-washers position in the clamping system fixed using only four side stops that rest on angular inserts limiting the lateral displacement of the rail. However, even this method of centering the pad in the clamping system is not reliable, as there is still a longitudinal and transverse displacement of the pads on the lines and some of them completely leave the gap between the foot of the rail and the sleeper after some time of operation.

It can be stated that insufficient fixation of the position of the washer in the clamping system is a considerable disadvantage of the currently used types of washers.

The prior art is also characterized by the fact that in practice new pad materials, in particular plastics or thermoplastic elastomers, which are intended to replace rubber are also tested.

Under dynamic load conditions and operating temperatures from -30 ° C to + 70 ° C (extreme temperatures measured in practice when rails deviate in summer, or when rails crack in winter), the disadvantages of plastic washers are confirmed and are also documented the results of dynamic laboratory life tests. Tests have clearly shown that pads made of a thermoplastic elastomer (TPE) from a group of non-crosslinked rubbers or an ethylene-vinyl acetate copolymer (PE-copolymer) are quite unsuitable for use in lines. At temperatures above + 30 ° C, these materials reduce the elasticity of the mat very quickly under dynamic load and increase its permanent deformation. The reduction of elasticity in these washers is of the order of several tens of percent, while in the case of rubber washers only a few percent with the same number of load cycles. Plastic (permanent) deformation also appears. In the region of lower temperatures there is a very marked increase in stiffness than in rubber, which is undesirable. The magnitude of the transferred forces into the sleepers, upper and subsoil thus increases enormously. For these reasons, plastic washers are not widespread in practical use on the tracks, as the advantages of rubber springs are indisputable. Above all, it is the ability of the rubber to allow for large elastic deformations, furthermore a high damping capacity, furthermore an ability to absorb sound waves as well as damping of high-frequency oscillations. In addition to the above-mentioned fundamental disadvantages, plastics also have the disadvantage that their properties make it possible to use only a certain construction of the washers, which, however, has not found a permanent application in practice. A significant disadvantage of the plastic washers is that the stiffness does not have the necessary progressive course in the operational load stages, which directly affects the amount of force transmitted to the sleeper and the upper.

The independent manufacturers of thermoplastic elastomers confirm that the viscoelastic properties of the elastomers (rubber crosslinked rubbers) are maintained over a wide temperature range. They also state that thermoplastic elastomers are less thermally and especially dynamically loaded than rubber, thus demonstrating the aforementioned inadequacy of thermoplastics for the production of liners.

The basic construction of the washer is a rectangular-shaped plate, the dimensions of which are determined by the clamping system, the bearing surfaces oriented to the surface of the rail foot and the surface of the sleeper or the base are smooth. The main disadvantage of this embodiment is the high rigidity, very low flexibility and thus the low ability to dampen the dynamic effects of external forces from the rail vehicles over the long term, which is not only reflected in the operational and technical characteristics of the rail mounting system, but also in increased maintenance costs. vehicles. A further disadvantage of this design is that the smooth surface of the bearing surface of the pad coming into contact with the surface of the rail foot due to the coherence of mechanical impurities (dust, sand, rust, water, ice) entering the gap between the pad and the rail foot. During the course of operation, the track will "stick" to the rail foot, which in turn will have a negative effect that the pad may be gradually or partially removed from the gap between the rail foot and the sleeper or base. As a result, the elasticity of the rail support is greatly reduced, since the dynamic wheel force is distributed over a smaller area of the pads on the sleepers or even on a smaller number of pads and sleepers. The dynamic effect on sleepers and the entire upper is increased, which is undesirable.

A better technical solution is a washer having surfaces of both bearing surfaces provided with grooves of usually trapezoidal cross-section, these grooves being generally oriented perpendicular to the longitudinal axis of the rail on both surfaces or perpendicular to this axis of the rail in the other and parallel to this axis. . The grooves make it possible to achieve a partial increase in the elasticity of the washer compared to the previous embodiment of the washer, but this is still insufficient in relation to the current requirement to significantly increase the flexibility of the track as a whole. Likewise, the dynamic parameters of the pad are not satisfactory in relation to the functional characteristics that the pad must have when operating in the line. A further disadvantage of this construction is that the grooves in the direction of their longitudinal axes are not

-5the passage from the body of the washer, whereby during operation their gradual filling of the above impurities. This results in a significant reduction in the possibility of free expansion of the groove sides when the pad is compressed, as a result of which the dynamic parameters of the pad and thus the load of the sleepers and the upper are adversely affected. In addition, this washer is very easy to "stick" to the rail foot in the track and is pushed out of the clamping system partially or completely, even though it has transverse stops on the lower bearing surface to limit f

moving the washer in both directions of the longitudinal axis by supporting one of them on the sleeper head or on the base. These pads are currently the most widely used in tracks and their suitability is even verified in flexible, non-base fastening systems of speed tracks, although their disadvantages are known.

One possible modification of the prior embodiment of the washer is a solution in which the upper bearing surface is smooth and the lower bearing surface coming into contact with the concrete sleeper surface is provided with said grooves. The disadvantages of the grooves and the smooth upper bearing surface are not eliminated. The fixing of the position of the pad in the clamping system is accomplished by means of four lateral stops that limit the longitudinal displacement of the pad by being able to rest against the lateral faces of the angular plastic inserts, which restrict the movement of the rail in the transverse direction. Even this design variant does not provide the desired properties of the washer.

In another known construction, the washer has rectangular grooves in both bearing surfaces, which are separated from each other. This solution differs from the previous embodiment in that the originally long groove is replaced by a plurality of shorter grooves which are arranged in a row. In the loaded surface of the washer, the grooves then form a cellular structure that partially increases the resilience of the washer over the previously mentioned types of washers. The main disadvantage of this solution, however, is that all grooves are closed and do not allow the removal of impurities and water from the cell structure of the loaded surface of the substrate, which has an adverse effect on the dynamic parameters of the substrate and consequently on the loading of sleepers and upper. A further significant disadvantage of this construction is that only the material between the grooves increases the elasticity of the washer. The face and compressible volume of these portions of the cell structure are small. The amount of energy delivered to the pad by a transient dynamic load that falls to a very small compressible volume

On the other hand, the -6-material between the grooves is too large, because the transient load is accompanied by the impact effects in track operating conditions. When compressed, an undesirable increase in tension occurs within their material structure. This, in turn, results in an early loss of initial elasticity and the ability to absorb impacts and vibrations in the vertical direction, as well as other major directions, and further reduces the load-bearing capacity and life of the pad. If one of the mating surfaces of the washer were smooth (without grooves), there would be a further significant reduction in the elasticity of the washer and not only would the dynamic parameters deteriorate, but the life of the washer would also be significantly reduced. For these main reasons, this washer is not used in the lines.

An increase in the elasticity and lifetime of the washer was envisaged in a construction according to which the upper bearing surface is smooth and the lower bearing surface has a spherical recess instead of the grooves. Reinforcing steel cords are embedded in the plate structure. However, even this design does not provide an improvement in the desired performance of the pad. The elasticity of the pad is very low, while the rigidity of the pad is too high, which is in contradiction with the requirements that the pad must meet. Another significant disadvantage of this embodiment of the washer is the structural design of the bearing surfaces. The spherical recess does not eliminate the previously described disadvantages of the grooves and the smooth surface of the upper bearing surface does not exclude the possibility of "sticking" the pad to the rail foot and thus undesirable change of its position in the clamping system or completely withdrawing the pad from the gap between rail and base or rail.

The partial reduction of the high rigidity of the previous variant of the washer solution allows an embodiment in which the steel cords are replaced by a non-homogeneous washer material, such as a combination of rubber with rubber-textile waste from tire or conveyor belt production. However, even this treatment does not address the requirement of high flexibility and suitable dynamic properties. The disadvantages of the spherical recess and the smooth surface of the upper bearing surface are not equally eliminated here.

Another known solution which foresees an increase in elasticity and durability of the pad is a combination of a rubber pad and plate steel springs that are embedded in the rubber pad by means of steel bushings that are vulcanized in the pad.

Plate springs are capable of carrying a high radial load at relatively low compression, which helps the rubber part of the pad to increase durability, but the disadvantages of steel springs are the consistency of their static and dynamic stiffness, the transmission of high frequency oscillations and the inability to absorb sound waves. In addition, springs and steel bushings are subject to corrosion and their loss of functionality in the track is unequivocal.

Furthermore, a plastic washer is known whose constructional solution consists in that the bearing surface of the pad coming into contact with the rail foot must be smooth and the bearing surface coming into contact with the sleeper surface must be equipped with a closed sealing line around the perimeter. from which protrudes small-area compression points, which may only be in the form of a truncated cone or truncated pyramid, whose bases with a smaller area form, with said circumferential closed sealing line, the lower load surface of the pad. For the proper functioning of this washer, another design condition must be fulfilled which stipulates that the sum of the bearing surfaces of the truncated cones and pyramids located within the recessed area must be less than half of the recessed area, otherwise the stiffness of the washer would be too high. The stiffness of the washer in this construction arrangement can be changed only by changing the size of the bearing surface of the truncated cones and pyramids. Since the number of cones and pyramids is limited by the previous design condition, the stiffness of the pad can therefore be adjusted only to a certain extent, which is a considerable disadvantage of this design with respect to the present requirements, especially of speed railway lines. Since the size of the bearing surface of the cones and pyramids is structurally limited, their number in the loading area is also limited, which is small. Therefore, the radial load from the wheel dynamic force per cone or pyramid is very high. This causes not only a high static and dynamic specific pressure acting on the surface of the concrete sleeper at the point of contact of cones and pyramids with the sleeper, but also a very enormous internal compressive and tensile stress, which causes very rapid plastic deformation at these compression points and subsequently for the whole pad, which loses its elasticity very quickly as a result of which it deteriorates, the modulus of elasticity of the track decreases.

Another design requirement that conditions the correct operation of the pad in the track in this solution is that the deepened surface must be connected to the outside atmosphere by at least one drainage channel, which ensures the drainage of water and dirt from the space between the surface

-8Lock and closed inner surface. However, the drainage channel may be located only in the longitudinal part of the circumferential line that delimits the recessed area. However, the cross-sectional area of the duct must not be large in order to prevent dirt from being sucked in after the substrate has been relieved of the dynamic load. Another disadvantage of this design is that the lower loading surface of the washer is due to the fact that the radial compression of the cones and pyramids in the depressed surface does not necessitate the expansion of their casing in the horizontal direction, which does not ensure effective disruption due to their small number and very low elasticity. the cohesion of impurities within the recessed surface. Thus, there are no conditions for their easier evacuation from said space. In winter, conditions to systematically disrupt the mechanical bonds between the impurities are made more difficult by the ice that arises from the water contained in the impurities and the water contained in the enclosure due to condensation. Permanent throughput of the drainage canal or even several canaries is not guaranteed under operating conditions.

The disadvantage of the smooth surface of the upper bearing surface is not eliminated in this type of pad and the risk of increasing the effects of dynamic wheel force on the sleepers, the upper and the ground is not excluded. At the same time, it has been proven that the necessity of drainage canaries in the lower loading area is completely unjustified from the point of view of the overall reliability of the construction design. The possibility of "sticking" the pad to the rail base completely eliminates the supposed advantage of the sealing perimeter line on the lower bearing surface, ie

to prevent dirt and water from entering the enclosed, deepened area with cones and pyramids.

The reason for the unsuitability of placing the cones and pyramids in the lower loaded area was proved by dynamic transient loading of the concrete sleeper with the clamping system including the washer and rail. The results to date have confirmed the fact that small-area compression points coming into contact with the sleeper are the cause of micro-cracks in the surface layer of the loaded area under the foot of the rail, especially at the concrete sleeper. These micro-cracks subsequently cause the formation of macrocracks, which not only disturb the intrinsic strength of the concrete sleeper, but directly affect the strength of the connection of the plastic clips to the concrete and thus their position, which ensures the required reliability of the whole clamping system. The smaller the bearing surfaces of the cones and pyramids, the greater the dynamic specific pressure on the surface of the sleeper at the location of these compression points, and the greater the likelihood of cracks and loss of overall rail clamping system reliability, and

-9 Decrease in railway safety. In this embodiment of the lower loading surface of the pad, a point load of the sleeper is created and the effects of dynamic wheel force are not evenly distributed over the entire loading area of the sleeper below the rail foot. Therefore, the damping of the effects of this force is insufficient, which is another significant disadvantage of the construction of this washer in terms of the impact forces occurring during the running of the rail vehicle.

These design disadvantages are also significantly disadvantages of the type of material used, which must be either a thermoplastic elastomer (TPE) or a PE-copolymer. However, these materials do not have the necessary stability of dynamic properties at temperatures above 30 ° C.

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The higher the operating temperature of the pad, the more this negative property becomes apparent. The mat quickly softens, loses its original elasticity and very permanently (plastic) deformation occurs. The unsuitability of the use of these materials for the production of washers was confirmed in laboratory dynamic life tests and is also proven by the fact that for the flexible non-base clamping system neither the tested washers of the mentioned materials are used in the lines.

It can be stated that the above technical solution partially removes some disadvantages of the above-mentioned variants of the construction of the washers. However, it does not in any case ensure the stability of the values of the observed dynamic parameters of the substrate, such as dynamic stiffness, furthermore excludes the possibility of micro-cracks in the concrete sleeper surface and thus the real possibility of reducing the operational reliability of the whole clamping system. Another significant disadvantage of the constructional and material solution of this washer is that its stiffness can be adjusted only to a certain extent, in particular by changing the load area of the described compression points, which is structurally limited. In practice, this means that it is not possible to vary the design of the washer for different clamping systems, either underfloor or flexible underfloor. The individual systems differ from each other mainly in the dimensions of the rail foot and in the design of the clamping elements, which in principle determines the main parameters of the spring washer, namely its thickness and the size of the loaded area.

The dynamic stiffness has an almost straight line, which in practice provides high instantaneous dynamic stiffness values at specified load stages from the dynamic wheel force. As a result, the sleepers and the upper are burdened with higher force effects.

I

The stability of the position of the washer in the system is ensured by two transverse stops on the lower bearing surface, which, according to the experience, is insufficient.

SUMMARY OF THE INVENTION

The above-mentioned drawbacks of the prior art washers are largely eliminated by the technical solution according to the invention, which consists in that the bearing surface of the pad coming into contact with the sleeper or base surface may be smooth or provided with a suitable elastic tread. the rail is equipped with a flexible tread pattern.

The smooth lower bearing surface reduces the dynamic specific pressure on the sleeper surface during operation. At the same time, the lower body portion of the plate-shaped washer simultaneously damps well and distributes dynamic transient and impact loads into the sleeper area under the rail foot. This eliminates the disadvantage of the point load of the sleeper surface from the very small contact surfaces of the compression points used in the previously described types of washers and eliminates the risk of damage to the sleeper on the bearing surface under the rail foot.

The tread placed on the upper bearing surface of the washer ensures high flexibility of the washer. This arrangement completely eliminates the formation of high dynamic specific pressure in the interface between the substrate and the concrete sleeper surface. The effect of high values of this pressure is now exposed to the surface of the rail heel, which cannot cause fatigue micro-cracks, since the permissible specific pressure in the steel is many times higher than that of concrete.

The resilient tread projections on the rail base surface not only exhibit a change in shape and surface when squeezed and released, but also relative movement in contact with the rail base surface. This achieves a continuous disturbance of the mechanical cohesion of the impurities that could adhere to the rail foot surface during operation. Since the area of the gaps between the flexible projections is small in the contact surface, this solution greatly reduces the possibility of "mechanical sticking" of the pad to the rail foot. At the same time, the possibility of pulling the washer out of the clamping system and thus the possibility of increasing the absolute value of the dynamic wheel force loading the sleeper is reduced. The requirement to decompose the effects of dynamic wheel force on multiple sleepers remains in service

-11the conditions are maintained because the loaded sleeper area under the rail foot will still be covered by a pad.

In addition, the flexible projections also ensure that the mechanical cohesiveness of the dirt, which, through operation, penetrates into the gaps in the tread, is impaired. The relative movement and change of the surface and shape of the tread protrusions during compression prevents dirt from remaining inside the load. Since the contact surface between the tread and the rail foot surface is not integral, but is formed by the bearing surfaces of the individual projections and the gaps between them, it is ensured that dirt which penetrates the load surface almost all falls to the bottom of the gaps, inclined to facilitate drainage and drainage of the tread. Since the gaps between the tread protrusions are permeable in the longitudinal or transverse direction, the effect of sucking up the dirt while relieving the pad from the dynamic wheel force is largely eliminated. On the other hand, when the pad is pressed, the air is blown to remove dirt and water from the tread. An advantage of this arrangement is also that the contact surfaces of the tread projections coming into contact with the rail base surface are still pressed against this surface due to the static spring preload of the elastic clamping system or the clamps of the rigid base system. As a result, the possibility of dirt entering between the pad and the foot of the rail is greatly reduced. This also reduces the possibility of undesirable changes in pad stiffness and other dynamic parameters.

The stiffness of the washer is variable not only by the size of the contact surface of the elastic tread projections, but to a large extent mainly by the shape and height of the projections, by a combination of changes of these parameters as well as by suitable arrangement of shape protrusions in the loaded surface. in this area. The solution enables to produce a pad with required values of dynamic stiffness and other dynamic parameters for a particular rail clamping system, where it is not possible to change the design of individual parts, so the pad is designed so that its height and size of loaded area between rail foot and concrete sleeper or base allow easy installation and operational reliability. Thus, conditions are created to allow a new resilient washer to be incorporated into the existing rigid backing clamping systems, which will reduce the overall rigidity and ensure that the disadvantages of the currently used high-rigidity washers are eliminated. In addition to ensuring high flexibility

The pads with significantly better dynamic properties allow the solution according to the invention to produce pads for the base clamping systems reconstructed from rigid to flexible. Thus, the advantages of the new solution can be applied very quickly to speed lines where pads with high rigidity, low flexibility and lower stability of the pad position in the clamping system are currently installed. The cost of replacing existing pads with pads in the inventive construction is quite small compared to the benefits achieved, including a significant increase in operational reliability and railway safety.

The stability of the position of the washer in the clamping system is preferably solved in several ways. Since the elastic tread on the upper bearing surface prevents the pad from sticking to the rail foot, the risk of pulling the pad out of the gap between the sleeper or base and the rail foot is greatly reduced. Thus, it is possible to use 2 transverse stops on the lower bearing surface, provided that on the upper bearing surface above these stops there are spring-loaded projections whose height is greater than the height of the tread projections. As a result, the two stops are pressed downwards in the mounting position. In an impact load, when the rail cushions very quickly, these projections ensure that the pad is still pressed against the sleeper or the pad and the stops remain in the fixation position. At the same time, their distance is reduced and thus the longitudinal displacement of the pad is more limited.

Another solution for greater stability of the washer position in the clamping system is the four-side stoppers supported by the angular inserts or the base plate ribs, which limit the longitudinal movement of the washer, and the stops have protrusions to prevent pulling into the gap under the rail foot. and diagonally rotating the pad. It is also possible to use some variants of the combination of both said centering systems. Higher material consumption in pad production is covered by reduced maintenance costs and increased operational safety.

The choice of stiffness of the mat is decisive for its progressive course, especially under dynamic load. The solution according to the invention eliminates the disadvantage of the almost straight line characteristics, especially in the case of washers made of plastics, which provide lower cutting stiffness values but give significantly higher instantaneous stiffness values, which is undesirable.

The magnitude of the force transmitted to the sleeper at a given degree of operating load depends on the instantaneous dynamic stiffness and dynamic compression.

It has been proven from the tests that the progressive dynamic stiffness mat needs to have high dynamic elasticity and low dynamic damping within the operating load range, which has a positive effect on the track's elasticity, the substrate's lifetime, the clamping system reliability and the maintenance costs .

A considerable benefit of the construction of the washer according to the invention is that to achieve the required dynamic parameters and flexibility, the progressive course of static and dynamic stiffness is sufficient when the elastic tread is located on the upper bearing surface of the washer. Advantageously, however, it is possible to achieve tensile stiffness control even on the lower bearing surface, provided that the load area of the individual projections is sufficiently large that the dynamic specific pressure on the concrete sleeper surface does not exceed the allowable value.

All of the above advantages of the solution according to the invention are achieved while maintaining the specified value of the internal and surface electrical insulation resistance of the substrate.

BRIEF DESCRIPTION OF THE DRAWINGS

BRIEF DESCRIPTION OF THE DRAWINGS The invention is explained in more detail below with reference to the accompanying drawings, in which: FIG. 1 is a partial cross-sectional view of a rail fastening to a sleeper via a washer and a clamping system; FIG. 2 is a rotated plan view of the pad of FIG. 1, FIG. 3 is a side view of the pad of FIG. 1, FIG. 4 shows a rotated cross-section of the washer of FIG. 2, FIG. 5 to 7 show several possible variants of the plan view of the flexible projections according to FIG. 2, FIG. 8 and 9 are cross-sectional views of the flexible projection of FIG. 5, FIG. Figures 10 to 12 show a second variant of the construction of the washer; 10 is a rotated plan view of the pad of FIG. 1, FIG. 11 is a side view of the pad of FIG. 10, FIG. 12 is a cross-sectional view of the pad of FIG. 10, FIG. Figures 13 and 14 show a third of the possible variants of the construction of the washer, which represents a combination of two ways of increasing the stability of the position of the washer in the clamping system and another possible embodiment of the upper abutment surface; 13 is a rotated plan view of the pad of FIG. 1 and FIG. 14 is a partial front view of the pad of FIG. 13. FIG. 15 and 16 show a fourth

14 of possible variants of the construction of the washer, which again represents a combination of two ways of increasing the stability of the position of the washer in the clamping system, the embodiment of the upper bearing surface being different from the previous variant, where FIG. 16 is a rotated plan view of the pad of FIG. 1 and FIG. 15 is a partial cross-sectional view of the pad of FIG. 16th

DETAILED DESCRIPTION OF THE INVENTION

1. The elastic, non-base fastening of the rail 1 to the sleeper 2 is achieved by means of a spring washer 3 with abutment surfaces 4 and 5 and a clamping system formed, for example, by a shaped insert 6, a compression spring 7 and a screw. 7, which still represents the static load of the spring washer 3.

The main dimensions of the washer 3, i. height, width and length are determined by the appropriate type of clamping system. The lower bearing surface 4 is smooth or optionally provided with a circumferential seal 15 and the upper bearing surface 5 is provided with a tread pattern with resilient protrusions 9 in a load-bearing area determined by width and length. The width of the load-bearing area may be equal to or less. The elastic projections 9 preferably have an oval shape and are oriented perpendicular to the longitudinal axis of the washer 3 and are separated from each other by gaps which allow the removal of dirt and water from the tread in both the longitudinal and transverse directions. Furthermore, the shape of the protrusions 9 can be suitably adapted as desired. The stability of the position of the washer 3 in the clamping system is provided by two transverse stops 10 located on the lower bearing surface 4, which restrict its movement in the direction of the longitudinal axis of the rail so that one of them rests against the side of the concrete sleeper head. The distance between these stops, including the manufacturing tolerance, must be determined so that, at the maximum possible displacement of the washer 3, no part of the elastic tread on the upper bearing surface 5 is already outside the contact surface of the sleeper head. The spring protections Π increase the stability of the washer in the clamping system. located on the abutment surface 5 above the stops W. The height of the projections 11 is greater than the height of the projections 9. On both longer sides 12, the washer 3 is provided with clips 13 which allow the attachment of the washer 3

Even with the form inserts 6 during the completion of the sleeper with the clamping system before the actual completion of the sleepers with rails. '

To facilitate the drainage of water and dirt from the tread gaps, the bead plane 14 of the projections 9 is preferably angled, thereby increasing the cross-sectional profile of the groove from the center of the washer 3 towards the edge. The inclination of the bead plane 14 can also be carried out in the direction of the longitudinal axis of the washer 3.

The surfaces of the side walls 16 and 17 of the protrusions 9 may be straight or rounded. Said surfaces may also be inclined at an angle.

The side walls 16 and 17 and the points of interconnection of the protrusions 9 are either vertically or inclined at an angle such that the size of the gaps increases from the heel 18 to the head 19. The circumference of the heel 18 and the head 19 is rounded. The abutment surface 20 of the protrusions 9 may be flat or radiused.

2. Another embodiment of the invention is a washer for a flexible, non-underlay clamping system and further for a rigid or flexible underlay clamping system. The upper bearing surface 5 is provided on both longitudinal sides with strips 21 which both increase the stiffness of the pad 3 at the edges of the rail foot I and thereby improve the stability of the track geometrical position while preventing ingress of dirt into the elastic tread away from the shaped inserts 6. Between the strips 21 are disposed resilient protrusions 9, which are in series oriented in the longitudinal axis of the washer, thereby ensuring the removal of dirt and water from the tread. The upper loading surface 5 of the washer 3 is limited by width and length, the size of which is given by the sum of the contact surfaces of the strips 21 and the projections 9.

Increasing the stability of the washer in the clamping system in this variant of the solution of the washer 3 is provided by four projections 23, which are provided with stops 22 which are located on the sides

12. The transverse distance of the inner flanks 24 of the projections 23 is greater than the width of the rail foot 1. The distance between the stops 22 is determined by the width of the shaped insert 6 of the no-clamping system or the rib width on the base that restricts the lateral displacement of the rail. This distance limits the possible longitudinal displacement of the washer 3 and its size must therefore be tolerated. The height of the projections 23 is chosen such that even when the rail is suddenly cushioned due to the impact of the wheel force, the washer is still guided by the side 25 of the rail foot L The lower seating surface 4 can advantageously be applied with a circumferential seal 15 21, thereby utilizing the pressure from the springs 7 of the clamping system. For an underfloor clamping system, the washer 3 is provided with clips 13.

The foot plane 14 of the protrusions 9 may advantageously also be inclined at an angle.

This embodiment provides an increase in the stability of the position of the washer in the clamping system. This is an embodiment of the invention according to Example 2, supplemented by the fact that the lower bearing surface 4 is provided with stops 11).

4. This is an embodiment of the invention according to Example i. The washer has increased position stability in the clamping system by means of four lateral stops 22 with projections 23 and two transverse stops 10 on the lower abutment surface 4. The height of the abutment surface 26 of the abutment 22 is equal to or greater than the height of the resilient projections 9. This embodiment may further be provided with clips 13, depending on the type of clamping system for which it will be used.

Industrial usability

The subject invention can be repeatedly manufactured using known manufacturing means. Its further use is described.

Claims (13)

PATENT CLAIMS A track underlay of a rail track intended to dampen the dynamic effects of wheel force in underlay and underlay rail clamping systems, characterized in that the lower abutment surface (4) in contact with the sleeper surface or the base is smooth or treaded further characterized in that the upper bearing surface (5) oriented to the lower surface of the rail foot (1) is provided with a tread in the load bearing surface formed by resilient shaped projections (9), and in that the horizontal cross-sectional area of the projections (9) is formed by basic geometric planar patterns or a combination thereof, and further by the protrusions (9) being separated from each other by gaps. Washer according to claim 1, characterized in that the upper bearing surface (5) is provided on both longer sides (12) with strips (21) between which resilient projections (9) are arranged, further in that the bearing surface of the strips (21) ) is flush with the abutment surface (20) of the projections (9) or is above the abutment surface (20). The washer according to claims 1 and 2, characterized in that the side walls (16) and (17) of the projections (9) and the sections of their interconnection are vertically or inclined at an angle such that the width of the gaps increases from the heel (18) to the head ( 19), further in that the surface of the side walls (16) and (17) is straight or rounded, and further that the side walls (16) and (17) can be formed by sections which enclose an angle greater than 90. Washer according to claims 1 to 3, characterized in that the circumference of the heel (18) and the head (19) of the projections (9) is rounded. The washer according to claims 1 to 4, characterized in that the surface (20) of the heads (19) of the projections (9) is flat or gathered. Washer according to claims 1 to 5, characterized in that the projections (9) in the load face have the same or different height. -187. Washer according to claims 1 to 6, characterized in that the plane (14) of the lugs (18) of the projections (9) is parallel to or inclined symmetrically to the support surface (4), either from a vertical plane passing through the longitudinal axis of the support or a vertical plane passing through the transverse axis of the washer, optionally inclined in both directions. Washer according to claims 1 to 7, characterized in that the lower bearing surface (4) can be provided circumferentially with a seal (15). Washer according to claims 1 to 8, characterized in that on the upper bearing surface (5) the resilient projections (11) are located above the stops (10) and further that the height of the projections (11) is greater than the height of the projections (9). Washer according to claims 1 to 9, characterized in that the stops (22) which are located on the longer sides (12) are provided with projections (23) which are oriented upwards from the bearing surface (5). A washer according to claims 1 to 10, characterized in that the stops (22) extend with their planar surface into the load surface and further that the height of the bearing surface (26) is equal to or greater than the height of the projections (9). The pad according to claims 1 to 11, characterized in that the dynamic stiffness curve measured between 10 kN and 100 kN of a transient sinusoidal load of 5 Hz is progressive. The pad according to claims 1-22, characterized in that its dynamic elasticity value measured between 10 kN and 100 kN of a transient sinusoidal load of 5 Hz at 23 ° C + 3 ° C is not less than 70 percent. and Pad according to claims 1 to 13, characterized in that its percentage dynamic damping value measured between 10 kN and 100 kN of a transient sinusoidal load at a frequency of 5 Hz and at a temperature of 23 ° C + 3 ° C is not more than 30 percent.