WO2022117672A1 - Plaque intermédiaire élastique et agencement pour fixer un rail pour un véhicule ferroviaire - Google Patents

Plaque intermédiaire élastique et agencement pour fixer un rail pour un véhicule ferroviaire Download PDF

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Publication number
WO2022117672A1
WO2022117672A1 PCT/EP2021/083820 EP2021083820W WO2022117672A1 WO 2022117672 A1 WO2022117672 A1 WO 2022117672A1 EP 2021083820 W EP2021083820 W EP 2021083820W WO 2022117672 A1 WO2022117672 A1 WO 2022117672A1
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WO
WIPO (PCT)
Prior art keywords
rail
intermediate plate
elastic layer
elastic
foot
Prior art date
Application number
PCT/EP2021/083820
Other languages
German (de)
English (en)
Inventor
Tim OLBRICH
Original Assignee
Vossloh Fastening Systems Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vossloh Fastening Systems Gmbh filed Critical Vossloh Fastening Systems Gmbh
Priority to EP21835602.0A priority Critical patent/EP4256132B1/fr
Priority to CN202180081444.0A priority patent/CN116685741A/zh
Publication of WO2022117672A1 publication Critical patent/WO2022117672A1/fr

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
    • E01B9/681—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by the material
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
    • E01B9/681—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by the material
    • E01B9/683—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by the material layered or composite
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B9/00—Fastening rails on sleepers, or the like
    • E01B9/68—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair
    • E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape

Definitions

  • the invention relates to an intermediate plate for supporting a rail for a rail vehicle on a base, the intermediate plate having a contact surface which, in use, is assigned to the rail and a bearing surface which, in use, is assigned to the base, the intermediate plate facing towards its is elastically compliant overall thickness measured as the distance between the contact surface and the bearing surface, and wherein the intermediate plate has on at least one of its opposite longitudinal sides a longitudinal side portion which projects laterally with respect to a central portion of the intermediate plate and which has a thickness which is less than the Total thickness of the intermediate plate.
  • the invention also relates to an arrangement for fastening a rail for a rail vehicle to a base, the arrangement comprising an elastic intermediate layer which is arranged between the base and the rail and a stop which is supported on the base and the rail in the region one of the longitudinal sides of its rail foot when the rail executes a tilting movement about its longitudinal axis, with the case that the rail is not run over by a rail vehicle, there being a distance between the upper side of the stop associated with the foot of the rail and the underside of the foot of the rail consists Arrangements of the type specified above are also referred to as "rail attachment points" in the technical jargon. Such rail attachment points are arrangements of components that interact functionally to create a rail in a defined way in a specific way at a specific location, i.e. the "point" at which the respective attachment is set up on the substructure supporting the rail maintain position on the ground.
  • rail attachment points usually include at least one guide plate, through which the rail to be attached is guided on at least one of the longitudinal sides of its rail foot, at least one spring element which acts against the ground on which the rail attachment point is erected, directly or is clamped indirectly and a clamping means for clamping the spring element.
  • the ground that supports the rail and on which the rail attachment point is erected can be formed by a sleeper or plate made of wood, plastic, concrete or another suitable material for this purpose.
  • the spring element of a rail fastening point of the type in question here can be an S-shaped or W-shaped so-called “tension clamp”.
  • the at least one guide plate used at a rail attachment point can be designed in such a way that it has a guide surface on its one end face which acts against the associated longitudinal side of the foot of the rail to be attached.
  • the guide plate can have a support surface via which it is supported on a stop formed on the base, such as a shoulder formed from the material of the base or a component separately mounted on the base and serving as a support stop.
  • An embodiment Such a guide plate is referred to as an "angled guide plate” because it has an angled projection on the underside of the guide plate, which engages in a form-fitting manner in a correspondingly shaped depression in the respective subsurface.
  • the guide plate can also be designed as a so-called ribbed plate, which extends below the rail to be fastened and has rib-like projections on its upper side, between which the rail is guided on its longitudinal sides.
  • the rail attachment point can additionally comprise at least one elastic intermediate plate of the type presented here, which is arranged between the rail and the substructure supporting it. Due to the elastic resilience of the respective rail fastening point, a decisive extension of the service life of the rail can be achieved, especially when fastening to a solid base.
  • a rail attachment point can have other components, such as additional plates or the like, which can also be arranged between the rail and the ground or between a guide plate and the ground.
  • additional plates can be used, for example, to spread the loads that occur when driving over the rail at the fastening point more evenly into the subsoil, or to ensure optimized wear behavior.
  • GB 2 051 187 A discloses an elastic intermediate plate which is intended to be arranged between a railroad track and the substructure supporting the track.
  • this intermediate plate has longitudinal edge areas which consist of a material with higher rigidity than the middle part of the plate between them.
  • the underside of the stiffer longitudinal edge areas is aligned flush with the underside of the central part of the plate.
  • the thickness of the longitudinal edge portion measured in the vertical direction is less than the thickness of the central portion.
  • Such a two-stage support proves to be particularly advantageous if the rail is loaded not only in the direction of gravity, but also in the horizontal direction transverse thereto, for example as a result of the dynamic forces occurring when a rail vehicle drives over it. If such combined loads occur, the rail not only sinks in the direction of gravity, but also begins to tilt about its longitudinal axis. The increased rigidity of the longitudinal edge areas sets in the case of the known intermediate plate, this tilting movement is opposed by a counterforce, which prevents excessively large tilting angles.
  • the intermediate plate itself is molded uniformly from an elastic material with a defined resilience. Longitudinal edge areas are also provided here, which have a smaller thickness than the central part of the intermediate plate.
  • stops are provided according to this prior art in the area of the longitudinal edges of the intermediate plate, which are made of a material that is elastically flexible but stiffer than the central area of the plate exist.
  • the stops can be set as separate elements on the ground that supports the rail, with recesses being provided in the longitudinal edge areas of the intermediate plate, into which the stops engage, or they can be in the respective
  • the thickness of the stops is in each case less than the thickness of the intermediate plate, so that in this prior art too there remains a difference in thickness over which the intermediate plate has greater resilience than when the rail touches down on the stops.
  • the invention has also achieved the above-mentioned object by means of an arrangement for fastening a rail for a rail vehicle, in which an intermediate plate according to the invention is provided, the at least one longitudinal side section extending in the space between the underside of the foot and the top of the projection is provided, which is provided for supporting the rail foot in the event of tilting of the rail.
  • An intermediate plate according to the invention for supporting a rail for a rail vehicle on a base therefore has, in accordance with the prior art explained at the outset, a contact surface which is assigned to the rail during use and a contact surface which is assigned to the base during use.
  • the intermediate plate is elastically flexible in the direction of its overall thickness, measured as the distance between the contact surface and the bearing surface.
  • the intermediate plate has, on at least one of its opposite longitudinal sides, a longitudinal side portion which projects laterally with respect to a central portion of the intermediate plate and which has a thickness which is less than the overall thickness of the intermediate plate.
  • the intermediate plate is now formed by at least two superimposed elastic layers, of which the first elastic layer has a first stiffness and the second elastic layer has a second stiffness.
  • the laterally protruding from the central area of the intermediate plate longitudinal side portion is according to the invention by an over the respective Longitudinal edge of the second elastic layer protruding portion of the first elastic layer is formed, while the central area of the intermediate plate is formed jointly by the second elastic layer and the second elastic layer covered by the second elastic layer Abschnit of the first elastic layer.
  • An arrangement according to the invention for fastening a rail for a rail vehicle on a base comprises an elastic intermediate layer designed according to the invention, which is arranged between the base and the rail, and a stop which is supported on the base and the rail in the area of one of the longitudinal sides of its rail foot is supported when the rail executes a tilting movement about its longitudinal axis, in the event that the rail is not run over by a rail vehicle, there is a distance between the top of the stop associated with the foot of the rail and the bottom of the foot of the rail.
  • the longitudinal side section formed by the first elastic layer of the intermediate plate according to the invention is arranged between the top of the stop and the bottom of the foot of the rail.
  • the distance measured in the installation situation between the upper side of the respective stop and the underside of the rail foot in the vertical direction, into which the respective longitudinal side section of one layer of an intermediate plate according to the invention extends, is typically 20% to 50% of the distance also in the vertical direction in a rail fastening arrangement according to the invention and starting from the base, the measured distance at which the upper edge of the contact surfaces of the guide plates is located above the base in the installation situation.
  • the stops can extend in a known manner over at least the entire length of the contact surface of the guide plate, measured in the longitudinal direction of the rail, or even in the longitudinal direction over the contact surface protrude in order to ensure that the rail is supported over a large area in the event of tipping. If a single stop only extends over part of the length of the contact surface, it is expedient to arrange this stop centrally in relation to the length of the contact surface of the guide plate. It is also conceivable to provide several stops, each of which extends over a partial length of the contact surface of the guide plates. Advantageously, such stops are regularly distributed at equal intervals along the contact surfaces of the guide plates in order to ensure an optimally uniform support.
  • an elastic intermediate plate is composed of two elastic layers according to the invention, its production is particularly simple.
  • the two layers can be cut pieces of elastic material that is already known per se for this purpose and, in the simplest case, have a rectangular shape, for example.
  • the first layer is wider by the length by which the first elastic layer is intended to protrude beyond the second elastic layer on one long side in order to form the at least one longitudinal side section of the intermediate plate.
  • the second layer can then be aligned with its one longitudinal side flush with the longitudinal side of the first layer, with the result that the first layer protrudes beyond the opposite longitudinal side with the desired longitudinal side section.
  • the width of the first elastic layer is provided correspondingly larger in relation to the width of the second elastic layer.
  • the "stiffness" determined according to DIN EN 13146-9 is used here as a measure of the elastic properties of the materials suitable for the first and second layer of an intermediate plate according to the invention.
  • the invention opens up an equally simple possibility of optimally adapting the elastic behavior of the intermediate plate under load.
  • the combination of elastic materials that have already been tried and tested per se for the production of elastic intermediate plates can thus be used to adjust the rigidity of the intermediate plate according to the invention over a wide range.
  • Suitable materials for the first and second elastic layer of an intermediate plate according to the invention are the materials known per se for this purpose.
  • EPDM such as microcellularly blown EPDM, and polyurethane foams (PUR) are particularly suitable for the layer forming the longitudinal side sections.
  • Such materials can also be used for the second layer of an intermediate plate according to the invention, with thermoplastic polyurethane (“TPU”), thermoplastic elastomer (“TPE”), styrene butadiene rubber (“SBR”), acrylonitrile Butadiene rubber (“NBR”), natural rubber (“NR”) or ethylene vinyl acetate (“EVA”) materials come into question.
  • TPU thermoplastic polyurethane
  • TPE thermoplastic elastomer
  • SBR styrene butadiene rubber
  • NBR acrylonitrile Butadiene rubber
  • NR natural rubber
  • EVA ethylene vinyl acetate
  • the stiffnesses C1, C2 of these materials are preferably in the range from 6 kN
  • this includes the possibility that the first elastic layer and the second elastic layer have the same rigidity C1 and C2. This can be useful if the rail is to be elastically supported against tilting with the same rigidity or flexibility as the elastic support against lowering in the direction of gravity.
  • the special advantages of the invention can be used in particular in that the first elastic layer of an intermediate plate according to the invention is stiffer than the second elastic layer and can therefore absorb higher loads and distribute them to the more flexible second layer.
  • the first elastic layer has a stiffness C1 that is greater than the stiffness C2 of the second elastic layer, so that applies
  • the intermediate plate according to the invention can be expedient to arrange the intermediate plate according to the invention with its more elastic layer on the ground, so that the rail foot sits on the less elastic layer .
  • the rail can then lower and thereby tilt until the longitudinal side of the rail foot that is respectively lower in the tilting direction strikes the laterally protruding longitudinal side section of the stiffer first layer.
  • the rail is now elastically supported against further tilting on the longitudinal side section, so that hard impacts are avoided, which could permanently damage the rail or the parts of the assembly assembled for its attachment.
  • first elastic layer which forms the at least one longitudinal side section
  • second layer which is less rigid than the first layer
  • the contact surface provided for the rail is formed on the outside of the first elastic layer facing away from the second elastic layer, with the contact surface advantageously extending over the longitudinal side section of the intermediate plate in order to provide the largest possible support for the rail, including in the area of the To accomplish longitudinal edges of their rail foot.
  • an arrangement for fastening a rail according to the invention is to allow the rail to tilt by a certain angle, it has proven useful for the thickness of the longitudinal side section to be at most 3 mm less than the distance between the upper side associated with the foot of the rail of the stop and the underside of the foot of the rail when the rail is not being run over by a rail vehicle, i.e. the rail is unloaded by a rail vehicle in the rail attachment point formed by the arrangement according to the invention.
  • the particular advantage of the invention is that, with an intermediate plate according to the invention, it is also easily possible to increase the distance between the top of the stop and the bottom of the Completely fill the foot of the rail with the elastic material of the first layer.
  • the rail can continue to tilt about its longitudinal axis over a precisely predetermined angular range.
  • the foot of the rail is permanently elastically supported from the beginning to the end of the tilting movement, ie until the block dimension of the longitudinal side section formed by the first elastic layer, which is compressed by the tilting movement, is reached. Sudden tilting movements and hard impacts of the respective long side of the rail foot on the stop that finally limits the tilting movement are reliably prevented in this way.
  • the permanent elastic support even during the tilting movement, also contributes to the fact that the rail permanently maintains its desired position in a rail fastening point formed by an arrangement according to the invention, so that changes in the gauge of the track that would otherwise occur during use are minimized to which the respective according to the invention fastened rail belongs.
  • the stop that finally limits the tilting path of the rail in a rail fastening arrangement according to the invention can be positioned as a separate component at a suitable point on the subsoil on which the rail fastening is erected.
  • the stop is formed in a manner known per se on a guide plate that is part of a rail fastening arrangement according to the invention and is supported on the ground and has a contact surface assigned to the longitudinal sides of the foot of the rail, on which the relevant longitudinal side of the foot of the rail is guided, and in which the stop is formed on this contact surface.
  • a particularly simple handling results when the elastic layers of an intermediate plate according to the invention are firmly connected to one another.
  • the intermediate plate according to the invention forms a compact structural unit.
  • the connection of the individual layers of an intermediate plate according to the invention can take place by means of a cohesive connection, which is produced by gluing, vulcanizing or comparable known techniques. However, positive or non-positive connections are also possible.
  • an intermediate plate according to the invention should be formed from at least a first and a second elastic layer. This includes the possibility of providing more than two elastic layers to form an intermediate plate according to the invention.
  • first elastic layer For example, if no material with the desired rigidity is available for the so-called first layer, it can be expedient to make this first elastic layer, with its longitudinal side section protruding laterally beyond the second elastic layer, itself from two or more different layers stacked on top of one another and optionally to assemble elastic layers firmly connected to one another in order to achieve the required overall rigidity of the first elastic layer, referred to here as such, of an intermediate plate according to the invention.
  • the second elastic layer of an intermediate plate according to the invention so designated here, from two or more elastic layers stacked on top of one another, in order to achieve a specific overall rigidity of the second layer.
  • FIG. 1 shows a first arrangement for fastening a rail for a rail vehicle on a base in a section transverse to the longitudinal extension of the rail;
  • FIG. 2 shows a second arrangement for fastening a rail for a rail vehicle on a base in a section transverse to the longitudinal extension of the rail.
  • the arrangements A1, A2 shown in FIGS. 1 and 2 serve to fasten a rail S to a base U, which can be formed, for example, by a conventionally shaped and manufactured concrete sleeper.
  • the arrangements A1, A2 each comprise two tension clamps 1, 2, two guide plates 3,4 designed in the manner of conventional angled guide plates, two tensioning screws 5,6 provided as tensioning means for tensioning the respective tension clamp 1,2 and each one in plan view essentially rectangular in design Intermediate plate 7a, 7b.
  • the elastic intermediate plates 7a, 7b ensure a defined elastic resilience of the rail fastening points formed by the arrangements A1 and A2 in the direction of gravity S.
  • One of the clamps 1, 2, one of the guide plates 3,4 and one of the clamping screws 5,6 are arranged on one of the longitudinal sides L1, L2 of the rail S, while the respective elastic intermediate plate 7a, 7b between the foot SF of the rail S and the underground U is arranged. Accordingly, the rail S stands with the underside UF of its foot SF on the contact surface 8 assigned to it of the respective elastic intermediate plate 7a, 7b, which lies on the upper side of the substrate U with its supporting surface 9 assigned to the substrate U.
  • the guide plates 3,4 On their front side associated with the rail foot SF, the guide plates 3,4 each have a contact surface 10,11 on which the rail foot SF is guided with its associated longitudinal edge. Transverse forces generated by the rail S when a rail vehicle (not shown here) drives over it and are aligned in the horizontal direction H transverse to the longitudinal extent of the rail S are thus absorbed by the guide plates 3, 4 in a manner known per se and diverted to the subsoil U.
  • each of the guide plates 3.4 On the upper side of the guide plates 3.4, in a similarly known manner, there are provided shaped elements, not shown in detail here, for guiding the tension clamps 1, 2 seated on the guide plates 3.4. Also in the usual way in each of the guide plates 3.4 is a not shown here, formed from the top to the ground U leading through opening through which the clamping screw used to tighten the respective tension clamp 1, 2 is inserted 5.6. The clamping screws 5.6 are each screwed into an embedded in the ground U, not shown here dowel.
  • a stop 12,13 is formed on the contact surface 10,11 of the guide plates 3,4, which protrudes from the respective contact surface 10,11 into the space delimited by the guide plates 3,4 on its long sides, in which the intermediate plate 7a is arranged.
  • the bottom of the stops 12,13 sits on the top of the base U.
  • the stops 12,13 extend over the entire length of the contact surface 10,11 measured in the longitudinal direction of the rail S.
  • the height HA of the stops 12,13 occupies, for example, 40% of the height HF of the contact surfaces 10,11, so that the distance A is, for example, 60% of the height HF of the contact surfaces 10,11.
  • the elastic intermediate plate 7a is composed of two elastic layers 15a, 15b which are stacked on top of one another.
  • the layers 15a, 15b can rest one on top of the other, since the compressive forces acting on the layers 15a, 15b in the installed situation prevent displacement along the surfaces that lie against one another.
  • the layers 15a, 15b can be permanently connected to one another by a material connection, for example by gluing, in order to form a compact, uniform component that is particularly easy to handle.
  • Both elastic layers 15a, 15b consist of a permanently elastically compressible, fine-pored, microcellular EPDM material, with the first elastic layer 15a having a higher static stiffness than the second elastic layer 15b, with a stiffness C1 of, for example, 60 kN/mm.
  • the second elastic layer 15b has a lower static stiffness than the first elastic layer 15a, with a stiffness C2 of, for example, 40 kN/mm.
  • the rigidity Cges of the intermediate plate 7a in the arrangement A1 is therefore 24 kN/mm in the area in which the first elastic layer 15a and the second elastic layer 15b arranged centrally in relation to the first elastic layer 15a overlap, whereas the dynamic Total stiffness Cdyn of the arrangement A1, depending on the hold-down force exerted by the tension clamps 1, 2, is for example 27 kN/mm to 35 kN/mm.
  • the contact surface 8 of the elastic intermediate plate 7a is provided on the free side of the first elastic layer 15a facing away from the second elastic layer 15b, whereas the bearing surface 9 of the intermediate plate 7a is on is formed on the underside of the second elastic layer 15b facing away from the first elastic layer 15a.
  • the lengths of the first elastic layer 15a and the second elastic layer 15b measured in the longitudinal direction of the rail are equal.
  • the width B2 of the second elastic layer 15b corresponds to the clear width that is present between the associated free end faces of the stops 12,13, so that the second elastic layer 15b is guided on the stops 12,13 on its longitudinal sides.
  • the width B1 of the first elastic layer 15a of the intermediate plate 7a is greater than the width B2 of the second elastic layer 15b and corresponds to the clear width that is present between the contact surfaces 10,11 of the guide plates 3,4.
  • the first elastic layer 15a protrudes on the longitudinal sides of the intermediate plate 7a, each with a longitudinal side section 16, 17, beyond the second elastic layer 15b arranged in the middle of it.
  • the thickness D2 of the second elastic layer 15b is greater than the height HA of the stops 12,13, so that when the arrangement A1 is not loaded by a rail vehicle, there is an air gap L of at most 3 mm in height between the underside of the longitudinal side sections 16,17 and the top 14 of the stops 12,13 is present. Accordingly, the thickness is D1 of the first elastic layer 15a is smaller than the thickness D2 of the intermediate plate 7a, so that the distance between the underside UF of the rail foot SF and the upper side of the base U is completely filled by the intermediate plate 7a.
  • the rail S lowers under the load of a rail vehicle driving over the arrangement A1, with the less rigid second elastic layer 15b initially being compressed more strongly until the first elastic layer 15a with the longitudinal side sections 16,17 sits on the associated stop 12,13 .
  • the stiffer first elastic layer 15a is then also compressed, with the compression being opposed by greater elastic resistance as a result of the greater stiffness.
  • the rail S tilts about its longitudinal axis LA
  • the longitudinal side section 16,17 that is loaded in the tilting direction also comes down on the associated stop 12,13 after the air gap L has been overcome, so that the rail can also be compared with a stop during the further tilting movement high elastic resistance is supported.
  • the stops 20,21 are provided as separately prefabricated components, which are arranged in the space between the associated contact surfaces 10,11 of the guide plates 3,4 that they are centered in relation to the respective contact surface 10,11 and tight are positioned adjacent to her.
  • the height of the stops 20,21 here corresponds to 30-80%, for example 40%, of the height HF of the attachment surfaces 10,11.
  • the elastic intermediate plate 7b comprises a first elastic layer 22a, which is formed from two elastic layers 22a', 22a'' stacked on top of one another, and a second elastic layer 22b, which is monolithically shaped.
  • the layers 22a′, 22a′′ and 22b each consist of an EPDM, PUR or TPU material that has been tried and tested for this purpose.
  • the layer 22a is preferably made of EPDM material, since this material due to the progressive behavior of its characteristic curve Stiffness counteracts rail tilting particularly effectively.
  • the uppermost elastic layer 22a′ has a higher rigidity than the other two elastic layers 22a′′ and 22b, for example 60 kN/mm, while the other two elastic layers 22a′′, 22b have identical rigidities of 40 kN/mm.
  • the rigidity C1 of the first elastic layer 22a of the intermediate plate 7b formed from the elastic layers 22a' and 22a'' is accordingly 24 kN/mm and the rigidity Cges of the intermediate plate 7b is 15 kN/mm.
  • the second elastic layer 22b of the intermediate plate 7b also fills the clear width between the associated end faces of the stops 20,21 in the arrangement A2. At the same time, however, the height of the second elastic layer 22b is limited to the height of the stops 20,21.
  • the first elastic layer 22a formed jointly from the elastic layers 22a' and 22a'' rests loosely on the second layer 22b or can also be bonded to the second elastic layer 22b with a material bond.
  • the uppermost, stiffer elastic layer 22a' occupies approximately half of the total thickness D22 of the first elastic layer 22a, while the remainder of the total thickness D22 of the first elastic layer 22a is occupied by the elastic layer 22a".
  • the first elastic layer 22a assembled in this way extends between the contact surfaces 10,11 of the guide plates 3,4 with a respective longitudinal side section 23,24 beyond the longitudinal sides of the second elastic layer 22b arranged centrally to it.
  • the total thickness D22 of the first elastic layer 22a of the intermediate plate 7b corresponds to the distance A between the top of the stops 20,21 and the bottom UF of the rail foot SF, so that the distance A in question is completely filled by the longitudinal side sections 23,24.
  • the foot SF of the rail S is elastically supported in the area of the arrangement A2 at all times over the entire width of its underside UF.
  • a tilting movement of the rail S which is indicated in Fig. 2 by a dashed line, is therefore opposed by the intermediate layer 7b from the outset with an elastic resistance, which on the one hand ensures a soft, shock-free course of this movement and on the other hand excessive tilting is prevented.
  • the comparably high rigidity of the elastic layer 15a or 22a' that comes into contact with the rail foot SF ensures that the loads acting on the intermediate plates 7a, 7b during use are evenly distributed the flexible elastic layers 15b of the intermediate plate 7a or 22a'' and 22b of the intermediate plate 7b are distributed so that overloading and premature wear are prevented.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)
  • Bearings For Parts Moving Linearly (AREA)

Abstract

L'invention concerne une plaque intermédiaire qui présente une flexibilité élastique dans la direction de son épaisseur totale (D22), conçue pour porter un rail (S) pour un véhicule ferroviaire sur une plateforme (U), la plaque intermédiaire (7a, 7b) présentant sur au moins un des côtés longitudinaux une partie latérale longitudinale (16,17;23,24) qui est en saillie latéralement par rapport à une partie centrale de la plaque intermédiaire (7a, 7b) et qui présente une épaisseur (Dl) inférieure à l'épaisseur totale (D22) de la plaque intermédiaire (7a, 7b). L'objectif de cette invention est de pouvoir produire une telle plaque intermédiaire de manière simplifiée pour des propriétés d'utilisation optimisées. À cet effet, une plaque intermédiaire (7a, 7b) est formée par au moins deux couches élastiques superposées (15a, 15b ; 22a, 22b), la première couche présentant une première rigidité et la deuxième couche présentant une deuxième rigidité. Dans le même temps, la partie latérale longitudinale (16,17;23,24) de la plaque intermédiaire (7a, 7b) est formée par une partie de la première couche élastique (15a, 22a) qui est en saillie au-delà du bord longitudinal respectif de la deuxième couche élastique (15b, 22b) et la partie centrale de la plaque intermédiaire (7a, 7b) est formée conjointement par la deuxième couche élastique (15b, 22b) et la partie centrale de la première couche élastique (15a, 22a) qui est recouverte par la deuxième couche élastique (15b, 22b).
PCT/EP2021/083820 2020-12-02 2021-12-01 Plaque intermédiaire élastique et agencement pour fixer un rail pour un véhicule ferroviaire WO2022117672A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP21835602.0A EP4256132B1 (fr) 2020-12-02 2021-12-01 Plaque intermédiaire élastique et agencement pour fixer un rail pour un véhicule ferroviaire
CN202180081444.0A CN116685741A (zh) 2020-12-02 2021-12-01 弹性中间板和用于固定轨道车辆的轨道的装置

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DE102020132029.9A DE102020132029A1 (de) 2020-12-02 2020-12-02 Elastische zwischenplatte und anordnung zur befestigung einer schiene für ein schienenfahrzeug

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DE102022003578A1 (de) 2022-09-27 2024-03-28 Elisabeth Ortwein Schienenlagerungseinrichtung zur schalldämpfenden Lagerung einer Schiene

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2051187A (en) 1979-06-13 1981-01-14 Tokai Rubber Ind Ltd Composite Rail Pad
EP0295685A1 (fr) * 1987-06-19 1988-12-21 Vossloh-Werke GmbH Dispositif de fixation de rails de chemin de fer sur voie rigide
US20040232254A1 (en) * 2002-07-25 2004-11-25 Martin Kowalski Concrete railroad tie with guide plates for the rail base
DE102004057616A1 (de) 2004-11-29 2006-06-01 Bwg Gmbh & Co. Kg Abstützung für eine Schiene
WO2013110558A1 (fr) * 2012-01-26 2013-08-01 Vossloh-Werke Gmbh Éléments structuraux produits à partir d'une matière plastique renforcée par des fibres et conçus pour des systèmes de fixation de rails pour des véhicules sur rails

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Publication number Priority date Publication date Assignee Title
DE29608777U1 (de) 1996-05-15 1996-08-08 Friedrich Hagans, Plastverarbeitung, 99099 Erfurt Hochelastische Schienenunterlage mit ausgeprägter Schwingungsdämpfung
DE102014216543A1 (de) 2014-08-20 2016-02-25 Semperit Ag Holding Zwischenlage

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2051187A (en) 1979-06-13 1981-01-14 Tokai Rubber Ind Ltd Composite Rail Pad
EP0295685A1 (fr) * 1987-06-19 1988-12-21 Vossloh-Werke GmbH Dispositif de fixation de rails de chemin de fer sur voie rigide
US20040232254A1 (en) * 2002-07-25 2004-11-25 Martin Kowalski Concrete railroad tie with guide plates for the rail base
DE102004057616A1 (de) 2004-11-29 2006-06-01 Bwg Gmbh & Co. Kg Abstützung für eine Schiene
WO2013110558A1 (fr) * 2012-01-26 2013-08-01 Vossloh-Werke Gmbh Éléments structuraux produits à partir d'une matière plastique renforcée par des fibres et conçus pour des systèmes de fixation de rails pour des véhicules sur rails

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EP4256132B1 (fr) 2024-10-09
DE102020132029A1 (de) 2022-06-02
CN116685741A (zh) 2023-09-01

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