WO2023217812A1 - Couche intermédiaire - Google Patents

Couche intermédiaire Download PDF

Info

Publication number
WO2023217812A1
WO2023217812A1 PCT/EP2023/062336 EP2023062336W WO2023217812A1 WO 2023217812 A1 WO2023217812 A1 WO 2023217812A1 EP 2023062336 W EP2023062336 W EP 2023062336W WO 2023217812 A1 WO2023217812 A1 WO 2023217812A1
Authority
WO
WIPO (PCT)
Prior art keywords
intermediate layer
area
support element
support
main support
Prior art date
Application number
PCT/EP2023/062336
Other languages
German (de)
English (en)
Inventor
Herwig Miessbacher
Florian ARTHOFER
Original Assignee
Semperit Ag Holding
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Semperit Ag Holding filed Critical Semperit Ag Holding
Publication of WO2023217812A1 publication Critical patent/WO2023217812A1/fr

Links

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
    • E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
    • E01B19/003—Means for reducing the development or propagation of noise

Definitions

  • the present invention relates to an intermediate layer, in particular a rail intermediate layer.
  • a transfer molding plate for rails made of an elastomer or rubber-elastic material which has elevations on a surface thereof, the elevations being evenly distributed.
  • DE 10 2016 108 097 A shows an intermediate layer that has a raised web that runs along a rail direction.
  • an intermediate layer is provided.
  • the intermediate layer can be arranged between a railway sleeper and a rail running in a longitudinal direction.
  • the intermediate layer can have at least one support region with at least one main support element, in particular protruding from the intermediate layer, the support region extending in a first direction which is essentially transverse to the longitudinal direction.
  • the support area extends in a direction transverse to the longitudinal direction of the rail (in a mounted state of the intermediate layer).
  • the intermediate layer can have at least one secondary area which is provided adjacent to the support area, the secondary area being different from the support area.
  • the present invention differs from the prior art in that the support area extends transversely to the rail direction when the intermediate layer is installed between a rail and a railway sleeper.
  • the track decay rate can increase by a factor of two at, for example, 1000 Hz.
  • an improved elastic decoupling between the rail and the sleeper can be provided, as well as a reduction in rail vibration.
  • the support area and the secondary area can form a continuous or flat surface which can come into contact with the sleeper or the track.
  • the support area and the secondary area can differ in their respective design and/or material properties.
  • the intermediate layer can have a substantially rectangular or square shape in a top view. Furthermore, the intermediate layer can have a plate-like shape.
  • the intermediate layer can extend in the longitudinal direction and in a transverse direction that runs orthogonally to the longitudinal direction.
  • a thickness of the intermediate layer can extend in a thickness direction.
  • the thickness direction can be orthogonal to the longitudinal direction and to the transverse direction of the intermediate layer.
  • the extent of the intermediate layer in the thickness direction can be significantly smaller than the extent of the intermediate layer in the transverse direction and/or in the longitudinal direction.
  • the transverse direction can extend along the longitudinal direction of the sleeper or be parallel to it.
  • the longitudinal direction in which the rail extends may be a direction that follows the general extent of the rail.
  • the intermediate layer can have a first side and a second side. More specifically, the liner may have a first side and a second side in the thickness direction.
  • the intermediate layer can be brought into contact with the rail or the railway sleeper either with the first side or with the second side.
  • the support area can be an area on the first and/or the second side of the intermediate layer.
  • the secondary area can be an area on the first and/or the second side of the intermediate layer.
  • the main support element may be provided on the first side and/or the second side of the intermediate layer.
  • the main support element which is provided in the support area, can protrude from the first side and/or from the second side of the intermediate layer.
  • the support element can represent a stiffener, which means that rail noise can be reduced with the intermediate layer.
  • the at least one main support element can be provided on the first side of the intermediate layer, the first side of the intermediate layer being connected to the is oriented towards the threshold.
  • the second side of the intermediate layer can have a smooth or flat surface that is oriented towards the rail.
  • both the first side and the second side of the intermediate layer can each be provided with at least one main support element. It can be advantageous for both the first side of the intermediate layer and the second side of the intermediate layer to have the same arrangement and/or design of the main support elements. However, both sides can also be designed differently. The support area and/or the secondary area on one side of the intermediate layer can therefore differ from the support area and/or the secondary area on the other side of the intermediate layer.
  • the support area can extend essentially parallel to the first direction.
  • “extend” expediently means the largest extent of the support area. Essentially, this can mean that the support area also extends on the intermediate layer with an inclination of up to 15° with respect to the first direction.
  • the support area extends over the entire extent of the intermediate layer in the first direction or transverse direction of the intermediate layer.
  • the support region may extend from an edge in the first direction of the liner to an opposite edge in the first direction of the liner. This can ensure that a rail or track intersects or crosses the support area in a top view. This ensures the vibration and noise-damping effect of the intermediate layer.
  • the intermediate layer can have a secondary area, which can be provided adjacent to the support area.
  • the secondary area is designed differently with regard to the support area.
  • the secondary region extends from one edge of the intermediate layer in the first direction or transverse direction to an opposite edge of the intermediate layer.
  • “extend” expediently means the largest extent of the secondary area.
  • the intermediate layer can have at least three adjacent areas in the longitudinal direction. More precisely, the intermediate layer can be in the Transverse direction have the support area, the secondary area and another support area.
  • the support areas can connect to an edge of the intermediate layer in the longitudinal direction.
  • the different arrangement and/or design of the support area and the secondary area can ensure that a dynamic load that is introduced into the intermediate layer by the rail can be transferred particularly advantageously.
  • the intermediate layer can generate a counterforce. More specifically, a rail may exert a dynamic force on the liner, whereupon a dynamic reaction force is generated in the liner. Because the support area and the secondary area differ, the reaction forces caused in the secondary area and in the support area can be different.
  • the support area can be designed so that it absorbs 25% to 95% of the force that is applied to the intermediate layer by the rail. The remaining force can be absorbed by the secondary area. Therefore, the support area can take on a large part of the supporting and cushioning effect. It was found that this effect is particularly suitable for achieving elastic decoupling of the rail and sleeper. It has proven particularly advantageous to provide two support areas extending in the transverse direction of the intermediate layer. The secondary area can be connected between the support areas.
  • the support area and the secondary area can differ in their material properties and/or a design of support elements and/or an arrangement of support elements.
  • the support area and the secondary area can be formed from foamed material.
  • the intermediate layer can have a base body (details below) on which a main support element is provided in a support area and a secondary support element made of a foamed material in a secondary area.
  • the support elements can be provided over the entire surface of the respective areas.
  • the support area and the secondary area can differ due to a different porosity of the support elements.
  • the support elements can form a flat surface (ie without depressions).
  • the support area can be formed from a foamed first material.
  • the support area is predominantly formed from the foamed first material.
  • the first material may include a polyurethane (PUR) or an ethylene-propylene-diene rubber (EPDM).
  • the secondary area can be formed from a foamed second material.
  • the secondary area is preferably formed predominantly from the foamed second material.
  • the first material may have lower damping and/or lower stiffness than the second material. If the damping and/or stiffness of the first material and the second material differ, improved vibration-damping properties of the intermediate layer can be provided.
  • the foamed material offers improved adaptability of the intermediate layer to a surface and a rail.
  • the intermediate layer preferably has a constant thickness.
  • the thickness of the intermediate layer may be an extent of the intermediate layer orthogonal to the longitudinal direction and to the transverse direction. In other words, the support area and the secondary area can have the same thickness.
  • the secondary area is provided on two opposite sides of the support area.
  • the secondary areas are provided adjacent to the support area in the longitudinal direction.
  • An axially symmetrical intermediate layer can thus be provided. This makes it easier to produce the intermediate layer.
  • only a secondary area may be provided adjacent to the support area.
  • only a secondary area can be provided.
  • the one secondary area can be arranged in the longitudinal direction on the support area. This allows a particularly advantageous decoupling between the rail and the threshold to be achieved, especially in the case of: High-speed lines.
  • the secondary area and the support area can have the same thickness.
  • the at least one secondary region and the support region can have a different thickness.
  • the secondary region may have a larger or smaller extent in the thickness direction (that is, orthogonal to the longitudinal direction and to the first direction) compared to the support region.
  • a load on the secondary area and the support area can be realized differently. Consequently, stress on the secondary area and the support area can be realized differently, whereby improved vibration damping can be provided.
  • the intermediate layer when the intermediate layer is initially loaded, it is mainly the secondary area or the support area that can be stressed. If the load then increases further, both the support area and the secondary area are loaded essentially evenly. This means that the increase in load can be better absorbed.
  • Such an intermediate layer is particularly suitable for highly stressed areas.
  • the at least one secondary region is preferably provided adjacent to the support region in the longitudinal direction.
  • the support area differs from the secondary area with regard to an arrangement and/or design of the main support element.
  • the main support element can therefore only be provided in the support area. In contrast, no support element can be provided in the secondary area.
  • a support element that is different from the main support element can be arranged in the secondary area.
  • the support element can therefore have a different shape in the secondary area.
  • a support element can be provided in the secondary area in a different manner. For example, more support elements per area can be provided in the support area than in the secondary area. Due to the different design of the support area and the secondary area, particularly advantageous vibration-damping properties of the intermediate layer can be provided. More precisely, the intermediate layer can be used in a desired area of use be adjusted. For example, on routes that are preferably used by heavy freight traffic, it may be advantageous to provide a larger difference in the number of support elements in the secondary area and the support area in order to achieve even better elastic decoupling between the rail and the railway sleeper.
  • the main support element is elastically deformable.
  • the main support element can therefore change its shape under a load and return to its original shape after the load has been removed.
  • the main support element has a different elasticity compared to the rest of the intermediate layer.
  • the different elasticity of the main support element can be achieved by shaping the main support element and/or different materials (e.g. with different material properties such as stiffness). This means that an elastic decoupling between the track and the railway sleeper can be achieved.
  • the main support element has a different elasticity than at least one further support element (for example at least one secondary support), which can be provided in the secondary area. This means that the intermediate layer can be even better adapted to specific areas of application.
  • the support area is preferably made of a different material than the secondary area.
  • the secondary area can be formed from a softer and more cost-effective material, whereas the support area can be formed from a stiffer and/or more damping material. This means that a good distribution of the supporting properties and the damping properties can be divided between the support area and the secondary area.
  • the intermediate layer has a first edge fastening area and a second edge fastening area, the edge fastening areas extending in a transverse direction and being designed to fix the intermediate layer to a railway sleeper.
  • the first edge fastening area and the second edge fastening area can extend in a longitudinal direction of the sleeper.
  • the edge fastening areas can extend along a main extent of a threshold.
  • the edge attachment areas may include a projecting strip-like structure that is engageable with the threshold.
  • the intermediate layer can therefore be fixed to the threshold in a form-fitting manner. More precisely, it can be prevented that the intermediate layer is displaced in the longitudinal direction of a rail or in the transverse direction of the sleeper.
  • edges of the liner that are oriented orthogonally to the edge attachment areas may be configured to come into contact with an angle guide plate.
  • the intermediate layer can therefore be fixed to the railway sleeper using angle guide plates. This means that a displacement of the intermediate layer in the longitudinal direction and/or in the transverse direction of a threshold can be avoided.
  • the first edge fastening area and the second edge fastening area are located on two opposite edges of the intermediate layer.
  • the intermediate layer can have a substantially angular shape in a top view.
  • the intermediate layer preferably has four edges, of which two non-adjacent edges can have the first edge fastening area and the second edge fastening area.
  • the intermediate layer can be attached to a railway sleeper in a form-fitting manner.
  • the intermediate layer can at least partially surround or encompass the railway sleeper on at least three sides of the railway sleeper. This means that the intermediate layer can be securely held on the railway sleeper.
  • the at least one main support element merges into at least one longitudinal web, the length of which transverse to a main extension direction of the main support element is greater than that of the main support element in the same direction.
  • the intermediate layer can be specifically reinforced in a central area by means of a special shape, namely the longitudinal web.
  • several longitudinal webs are provided so that the intermediate layer can be disproportionately reinforced in this area.
  • rail vibrations can also be specifically prevented in a rail longitudinal direction.
  • This preferably has at least one main support element It has a longitudinal web in its middle area. The main support element can thus have a “T-shape” in a top view.
  • the at least one longitudinal web is delimited by one or more transverse recesses and/or longitudinal recesses.
  • the at least one longitudinal web can be defined by depressions in the intermediate layer.
  • the longitudinal depressions can extend in the longitudinal direction of the intermediate layer.
  • the transverse depressions can extend in the transverse direction of the intermediate layer.
  • the main support element can be formed by depressions.
  • the depressions can be cuts in the intermediate layer.
  • a depth of the depressions is approximately in a ratio of 0.1 to 0.8 in relation to a total thickness of the intermediate layer.
  • a width of the depressions is in a range of approximately 2 mm to 10 mm, preferably approximately 3 mm to 6 mm, particularly preferably approximately 5 mm.
  • the depressions preferably have a substantially trapezoidal shape in cross section. For example, with the trapezoidal shape, a width of about 6 mm at the corresponding top or bottom of the intermediate layer and a width of about 1 mm to 8 mm, preferably about 2 mm to 5 mm and particularly preferably about 4 mm at the bottom of the recess be provided. With these dimensions, sufficient freedom of movement of the support element can be ensured, so that loads along the direction of extension of the rail can also be efficiently dampened.
  • the at least one main support element has its greatest extent parallel to the first direction. It can thus be ensured that the main support element runs in an area in which the rail intersects or crosses the intermediate layer. A particularly preferable damping effect of the intermediate layer can thus be achieved.
  • a ratio of the total length of the intermediate layer transverse to the first direction is to the extent of the main support element transverse to the first Direction greater than 3.0, preferably in a range between 3.0 and 10.0, more preferably between 4.0 and 7.0.
  • the ratio of at least 3.3 offers the advantage that the intermediate layer has a sufficiently large main support element in the transverse direction (ie transverse to the first direction), so that sufficient elastic decoupling can be provided between the rail and the railway sleeper.
  • the range from 3.3 to 7.5 offers the advantage that not only sufficient elastic decoupling can be provided, but also a reduction in rail vibration can be achieved through the intermediate layer. In other words, particularly good rail noise prevention can be provided with this ratio.
  • the last ratio offers particularly advantageous rail damping with a rail vibration of, for example, 1000 Hz.
  • the intermediate layer comprises at least one secondary support element, wherein the secondary support element preferably has dimensions that are different from the main support element.
  • the secondary support element preferably has dimensions that are different from the main support element.
  • a total of at least two support elements can be provided on the intermediate layer.
  • the secondary support element is preferably arranged in the secondary area.
  • the secondary support element can have an orientation on the intermediate layer that is different from the main support element.
  • the secondary support element can extend in the longitudinal direction, so that a main extension of the secondary support element is larger in the longitudinal direction than in the first direction.
  • the intermediate layer can therefore also be used for dynamically highly loaded routes.
  • Dimensioning can be understood to mean, for example, a different cross section of the main support element and the secondary support element and/or the use of a second material which differs from a first material, in particular with regard to its material properties.
  • the at least one main support element can be formed from the first material and the at least one secondary support element can be formed from the second material.
  • the main support element can have a circular cross section with a first radius and the secondary support element can have a circular cross section with a second radius.
  • the first radius can be larger or smaller than the second radius.
  • the support area can therefore differ from the secondary area by different diameters of the support elements.
  • this can Main support element has an angular shape in cross section (for example square or rectangular shape), whereas the secondary support element can have an angular shape with other edge lengths.
  • a main extension direction of the at least one secondary support element is inclined relative to a main extension direction of the at least one main support element.
  • the secondary support element and the main support element can extend with a different orientation on the intermediate layer. This means that requirements for changing loads can be met.
  • a main extension direction of the at least one secondary support element is orthogonal relative to a main extension direction of the at least one main support element.
  • the at least one main support element and the at least one secondary support element can thus be arranged parallel to one another on the intermediate layer.
  • a particularly high level of elastic vibration damping can be provided because a support surface between the railway sleeper and the intermediate layer or between the rail and the intermediate layer is increased.
  • transverse loads on the rail such as when traveling in curves, can be advantageously transferred.
  • the at least one secondary support element has a smaller extension in a direction transverse to the first direction than the at least one main support element.
  • the at least one secondary support element can have a smaller extension in the first direction than the at least one main support element.
  • no support element is provided in the first edge fastening area and/or not in the second edge fastening area.
  • the at least one secondary support element is at least partially arranged in the secondary area.
  • the secondary support element does not have to be completely provided in the secondary area.
  • the at least one secondary support element can also be partially provided in the support area.
  • An individual design of the intermediate layer can therefore be provided according to the planned area of application.
  • the at least one secondary support element has recesses.
  • the secondary support element can have a rod-like and/or elongated shape, which has recesses at regular or irregular intervals along its extension.
  • the secondary support element can therefore be more easily elastically deformed in two directions parallel to the intermediate layer.
  • the secondary support element can be formed by depressions (see above).
  • the recesses can have a smaller depth in the thickness direction of the intermediate layer than the depressions through which the secondary support element can be formed. Not only can improved elastic mobility of the at least one secondary support element be provided, but also the strength of the secondary support element can be ensured.
  • the at least one secondary support element is formed from a different material than the main support element.
  • the intermediate layer has a static stiffness KSP of approximately 60-250 KN/mm with typical dimensions of the intermediate layer, in particular with a length of L ⁇ 180 mm, a width of B ⁇ 150 mm and a thickness of d ⁇ 10 mm.
  • a ratio of a dynamic stiffness KLFP to the static stiffness KSP i.e.
  • a stiffening of the intermediate layer KLFP HZ / KSP (tested according to EN 13481-2-C or EN 13146-9), is set in preferred embodiments so that the ratio > 1. 5 is.
  • the rigidity can be influenced by a different choice of material for the secondary support element and the main support element.
  • the secondary support element can be sprayed or molded onto the intermediate layer from a different material using a 2K process.
  • the secondary support element can be made porous. Individual requirements for the intermediate layer can therefore be provided.
  • the at least one main support element is at least partially arranged on an edge extending in the transverse direction of the intermediate layer.
  • the at least one main support element can be arranged on the edge of the intermediate layer.
  • a web that is provided in the edge fastening area may have a greater extent in the thickness direction of the intermediate layer than the at least one main support element. This can ensure that the intermediate layer is reliably held on the railway sleeper.
  • the first edge fastening area and the second edge fastening area each have a smaller area than the secondary area and/or support area.
  • the edge fastening areas can have the smallest area of all areas of the intermediate layer in a top view of the intermediate layer.
  • the edge attachment areas can be defined by the web-like structure that defines the intermediate layer on the threshold.
  • the edge fastening areas cannot have any support elements.
  • the intermediate layer preferably has at least one recess in the first direction.
  • the intermediate layer can therefore have the recess on at least one edge that extends in the longitudinal direction. This means that the intermediate layer can come into contact even more reliably with an angle guide plate or alternative lateral support elements.
  • the intermediate layer preferably has a recess on two opposite edges. This can result in an H-shaped geometry in a top view of the intermediate layer. This means that an attachment that fixes the angle guide plate to a railway sleeper can also be provided so that it is at least partially surrounded by the intermediate layer. The intermediate layer can thus be further secured against slipping in the transverse direction and/or in the longitudinal direction.
  • the at least one main support element has recesses.
  • the recesses in the main support element can interrupt a general course of the main support element in the main extension direction of the main support element.
  • better elastic deformability of the main support element can be provided in a plane parallel to the intermediate layer.
  • the recesses may have a smaller extent (ie, depth) in the thickness direction of the intermediate layer than the depressions that define the main support element. This can ensure the strength of the main support element.
  • a plurality of secondary support elements are preferably provided. By providing a large number of secondary support elements, the individual size of the secondary support elements can be small in relation to the area of the intermediate layer. This can ensure improved elastic deformability of the secondary support elements.
  • a relatively large support surface can be provided between the secondary support elements and the railway sleeper and/or the rail without impairing the elastic deformability of the secondary support elements. As a result, the overall elastic decoupling effect of the intermediate layer can be improved.
  • the secondary support elements preferably have a substantially round cross section.
  • the secondary support elements can rise from the intermediate layer in the thickness direction in a column-like or cylindrical manner. This ensures homogeneous elastic deformability in a plane parallel to the intermediate layer. This means that loads in the transverse direction and/or longitudinal direction of the intermediate layer can also be absorbed evenly.
  • a plurality of main support elements are arranged in the support area.
  • a large number of similar or different main support elements can be provided in the support area.
  • a contact surface between the intermediate layer and the railway sleeper and/or the rail can be increased, with elastic deformability of the support elements remaining guaranteed.
  • a plurality of main support elements are arranged in the support region and preferably a plurality of secondary support elements are arranged in the secondary support region, an arrangement density of the main support elements in the support region being greater than an arrangement density of the secondary support elements in the secondary region.
  • the number of support elements in the main area can be greater than a number of secondary support elements in the secondary area.
  • a distance between the secondary support elements can be greater than the distance between the main support elements. This means there can be a contact surface between the intermediate layer and the railway sleeper and/or the rail in the support area be larger than in the secondary support area.
  • the support area (or the support elements in the support area) can carry the greatest loads, whereas the support elements in the secondary area can be provided for an additional support effect, for example when traveling in curves.
  • the at least one secondary support element may have a greater extent (ie height) in a direction away from the intermediate layer (ie in the thickness direction of the intermediate layer) than the at least one main support element.
  • the height of the support elements may be defined in a direction orthogonal to the transverse direction and to the longitudinal direction. This can provide improved decoupling between the rail and railway sleeper, as well as a particularly good damping effect.
  • a ratio between the total area of the at least one support region and the projected total area of the intermediate layer, viewed in a plan view of the intermediate layer, is in a range of 0.1 to 0.8, preferably in a range of 0.2 to 0.6.
  • the top view can be understood as a view of the top or bottom of the intermediate layer.
  • the projected total area of the intermediate layer can be the product of the length and width of the intermediate layer.
  • the total area of the support area can be the product of the length and width of the support area. If there are several support areas, the total area of the at least one support area can be the sum of the areas (ie the product of the length and width of the respective support areas) of the support areas.
  • the total area of the at least one support area can be the projected total area of the at least one support area in a top view of the intermediate layer.
  • the ratio of 0.1 to 0.2 offers the advantage that a particularly good elastic decoupling of the rail is achieved.
  • the ratio of 0.6 to 0.8 offers the advantage of a good dampening effect. With the ratio of 0.2 to 0.6 it was found that on the one hand a sufficiently good elastic decoupling of the rail from the sleeper and on the other hand a high level of damping of the rail vibration can be achieved.
  • the intermediate layer has a base body on which the at least one main support element is arranged, and wherein the base body and/or the secondary support elements are formed from a different material than the at least one main support element.
  • the main support element can be sprayed onto the base body using a 2K process.
  • the base body can be manufactured uniformly, whereas the supporting bodies (for example the main supporting element) can be sprayed on individually in accordance with the respective requirements for the intermediate layer.
  • the base body can be made from a cost-effective material, which, for example, does not have to meet requirements for elastic deformability and the like, whereas the support element can be made from a more expensive material in accordance with the requirements for deformability and elasticity. This means that, on the one hand, an individual design of the intermediate layer can be adapted to the respective application situation and efficient manufacturability of the intermediate layer can be provided.
  • a ratio of the maximum thickness of the intermediate layer to a minimum thickness of the intermediate layer is in a range of 0.1 to 0.8.
  • a minimum thickness of the intermediate layer can be present, for example, in an area of a recess and/or a depression.
  • the total thickness of the intermediate layer can be in a range from approximately 4 mm to 20 mm. In this way, sufficient strength of the intermediate layer can be ensured without any loss of elasticity in a plane parallel to the intermediate layer.
  • the at least one support region has a smaller area than the at least one secondary region.
  • the area of the intermediate layer that primarily transfers an externally applied force may be smaller than an area that transfers a smaller force or no force at all.
  • the main area, which is designed to transfer an applied force can be smaller than the secondary area, which is designed to develop a damping effect.
  • a use of an intermediate layer according to one of the above embodiments for damping vibrations between a rail and a railway sleeper is provided.
  • a railway rail system comprising at least one rail for guiding a rail vehicle, at least one sleeper for supporting the at least one rail, and an intermediate layer according to one of the above embodiments is provided, wherein the intermediate layer is arranged between the rail and the sleeper .
  • Figure 1 shows a schematic top view of an intermediate layer according to an embodiment of the present invention.
  • Figure 2 shows a schematic top view of an intermediate layer according to a further embodiment of the present invention.
  • Figure 3 shows a schematic top view of an intermediate layer according to an embodiment of the present invention.
  • Figure 4 shows a schematic top view of an intermediate layer according to an embodiment of the present invention.
  • Figure 5 is a schematic perspective view of an intermediate layer according to an embodiment of the present invention.
  • Figure 6 shows a schematic top view of an intermediate layer according to a further embodiment of the present invention.
  • Figure 7 shows a schematic top view of an intermediate layer according to a further embodiment of the present invention.
  • Figure 1 is a schematic view of an intermediate layer 1 according to an embodiment of the present invention.
  • the intermediate layer 1 has a substantially rectangular basic shape.
  • the intermediate layer 1 of the present embodiment each has a support area 2 adjacent to the two edges extending in the transverse direction QR.
  • the support area 2 extends in a first direction R1, which is substantially parallel to the transverse direction QR.
  • a secondary area 3 is arranged between the support areas 2.
  • the secondary area 3 has no support element. Therefore, the support areas 2 differ from the secondary area 3.
  • the longitudinal direction LR of the intermediate layer 1 extends orthogonally to the first direction R1 (see arrows in Figure 1).
  • a thickness direction of the intermediate layer 1 extends into the plane of the figure in FIG.
  • a rail that comes into contact with the intermediate layer 1 runs from the bottom of the image to the top of the image (i.e. in the longitudinal direction) in the intermediate layer shown in Figure 1.
  • FIG. 2 is a schematic top view of an intermediate layer according to another embodiment of the present invention.
  • the intermediate layer shown in FIG. 2 essentially corresponds to the intermediate layer shown in FIG. 1, with the difference that the secondary area 3 has two secondary support elements 7.
  • the intermediate layer 1 has a first edge fastening area 5 and a second edge fastening area 6.
  • the first edge fastening area 5 and the second edge fastening area 6 are arranged on opposite edges of the intermediate layer 1.
  • the intermediate layer 1 can be fixed to a railway sleeper (not shown) with the edge fastening areas 5, 6.
  • the edge fastening areas 5, 6 have a strip projecting from the intermediate layer 1.
  • the intermediate layer 1 can therefore fit in a form-fitting manner a railway sleeper.
  • the edge fastening areas 5,6 extend in the transverse direction QR.
  • the secondary support elements 7 have different dimensions than the main support element 4. More specifically, the secondary support elements 7 have a smaller cross-sectional area in a plan view than the main support element 4 and therefore a lower spring stiffness.
  • Figure 3 is a schematic top view of an intermediate layer 1 according to a further embodiment of the present invention.
  • the intermediate layer shown in Figure 3 essentially corresponds to the previous embodiments with the difference that secondary support elements 7 are provided as cylindrical projections in the secondary area 3. In other words, a large number of secondary support elements are provided in the secondary area 3.
  • Figure 4 is a schematic top view of an intermediate layer 1 according to a further embodiment of the present invention.
  • the intermediate layer 1 shown in Figure 4 essentially corresponds to the previous embodiments with the difference that various secondary support elements 7 are provided in the secondary area 3.
  • a longitudinal web 9 is provided, which extends from one main support element 4 to the other main support element 4.
  • the longitudinal web extends in the longitudinal direction LR.
  • angular cross-sectional secondary support elements 7 extend on one edge of the intermediate layer 1 in the longitudinal direction LR.
  • two elongated secondary support elements 7 are provided, which extend in the longitudinal direction LR of the intermediate layer 1.
  • Two of the elongated secondary support elements 7 are provided adjacent to the longitudinal web 9.
  • the longitudinal web 9 is designed analogously to the adjacent secondary support elements 7, with the difference that it opens or ends at its ends in the main support elements 4.
  • the longitudinal web 9 is a web that connects the two main support elements 4 to one another.
  • the other two secondary support elements 7 extend in the longitudinal direction LR next to the centrally arranged longitudinal web 9.
  • Figure 5 is a schematic and perspective view of the intermediate layer 1 shown in Figure 4.
  • both the main support elements 4 and the secondary support elements 7 are defined by depressions on a first side (underside) of the intermediate layer 1.
  • the support elements 4, 7 face the railway sleeper in an assembled state.
  • the web-like projection of the edge fastening areas 5, 6 can be seen in Figure 5, through which the intermediate layer is held at a defined place between the rail and the threshold.
  • the support elements are provided on a second side (top) of the intermediate layer 1 so that they come into contact with the rail in an assembled state.
  • the edge fastening areas 5, 6 always protrude towards the first side (underside) of the intermediate layer 1, so that they can come into positive contact with the railway sleeper.
  • Figure 6 is a schematic top view of an intermediate layer according to another embodiment of the present invention.
  • the embodiment shown in Figure 6 essentially corresponds to the previous embodiment with the difference that the main support elements 4 completely fill the support areas 2.
  • a large number of secondary support elements 7 are provided.
  • the secondary support elements 7 are arranged in the secondary area 3.
  • a centrally arranged longitudinal web 9 is arranged in the secondary area 3 in such a way that it connects the two main support elements 4 to one another.
  • Six further secondary support elements 7 are arranged adjacent to the central longitudinal web 9 in the secondary area 3.
  • the secondary support elements 7 have a rectangular cross section.
  • Figure 7 is a schematic representation of another embodiment of the present invention.
  • the embodiment shown in Figure 7 corresponds to the embodiment shown in Figure 1 with the difference that recesses 8 are arranged on two opposite edges of the intermediate layer 1. More precisely, the recesses 8 form recesses in the transverse direction QR of the intermediate layer 1.
  • Figure 8 is a schematic top view of an intermediate layer 1 according to a further embodiment of the present invention.
  • the embodiment shown in Figure 8 differs from the previous embodiments in that the main support elements 4 are not formed over the entire area of the support area 2.
  • two secondary support elements 7 are provided.
  • a longitudinal web connects the two main support elements 4 in the longitudinal direction LR.
  • the secondary support elements 7 arranged on the edge of the intermediate layer 1 extend, adapted to the respective main support element 4, over the support area and in the secondary area 3.
  • Adjacent to the longitudinal web 9 are one on each side Secondary support element 7 is arranged, which has a rectangular shape in cross section.
  • Figure 9 is a schematic top view of an intermediate layer 1 according to a further embodiment of the present invention.
  • the present embodiment differs from the previous embodiment in that both the secondary support elements 7 and the main support elements 4 protrude from the intermediate layer 4 as rod-like or cylinder-like projections (e.g. pins or knobs).
  • the main support elements 4 are arranged in the two support areas 2.
  • the secondary support elements 7 are arranged in the secondary area 3. A large number of support elements are provided in both areas.
  • the support elements which are arranged in the secondary region 3 differ from the support elements which are arranged in the support regions 2 in that an arrangement density of the secondary support elements 7 in the secondary region is lower than an arrangement density of the main support elements 4 in the support region 2 In other words, fewer secondary support elements 7 are arranged per area in the secondary area 3 than the main support elements in the support area 2.

Landscapes

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

Abstract

L'invention concerne une couche intermédiaire (1) destinée à être disposée entre une traverse de chemin de fer et un rail s'étendant dans une direction longitudinale (LR). La couche intermédiaire (1) présente au moins une zone support (2) présentant au moins un élément support principal (4) faisant saillie à partir de la couche intermédiaire (1), la zone support (2) s'étendant dans une première direction (R1) qui est sensiblement transversale à la direction longitudinale (LR). La couche intermédiaire (1) présente au moins une région secondaire (3) qui est disposée de manière à être adjacente à la région support (2), la région secondaire (3) étant différente de la région support (2).
PCT/EP2023/062336 2022-05-12 2023-05-10 Couche intermédiaire WO2023217812A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022111961.0A DE102022111961A1 (de) 2022-05-12 2022-05-12 Zwischenlage
DE102022111961.0 2022-05-12

Publications (1)

Publication Number Publication Date
WO2023217812A1 true WO2023217812A1 (fr) 2023-11-16

Family

ID=86605871

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2023/062336 WO2023217812A1 (fr) 2022-05-12 2023-05-10 Couche intermédiaire

Country Status (2)

Country Link
DE (1) DE102022111961A1 (fr)
WO (1) WO2023217812A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008007495A1 (de) 2008-02-05 2009-08-06 Semperit Ag Holding Unterlegplatte und Verfahren zu deren Herstellung
DE102016108097B3 (de) 2016-05-02 2017-07-13 Semperit Ag Holding Schienenzwischenlage

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202017105478U1 (de) 2017-09-11 2018-12-12 Vossloh-Werke Gmbh Elastisches Plattenelement für einen Befestigungspunkt für eine Schiene für Schienenfahrzeuge und Befestigungspunkt

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008007495A1 (de) 2008-02-05 2009-08-06 Semperit Ag Holding Unterlegplatte und Verfahren zu deren Herstellung
DE102016108097B3 (de) 2016-05-02 2017-07-13 Semperit Ag Holding Schienenzwischenlage

Also Published As

Publication number Publication date
DE102022111961A1 (de) 2023-11-16

Similar Documents

Publication Publication Date Title
EP3472387B1 (fr) Élément élastique pour un point de fixation pour un rail de véhicules ferroviaires
EP0593533B1 (fr) Element amortisseur de chocs
EP2990529B1 (fr) Couche intermediaire
WO2017190970A1 (fr) Semelle de rail
CH695698A5 (de) Eisenbahnschienenblockschuh.
EP0856086A1 (fr) Superstructure de chemin de fer
DE2701597C2 (de) Biegsame Unterlagsplatte für Gleisbettungen
WO2023217812A1 (fr) Couche intermédiaire
EP0168767A2 (fr) Elément de ressort pour l'amortissement d'oscillations
DE102007062859A1 (de) Elastischer Formkörper für die Schwingungs- und Körperschallisolation von z. B. Maschinen oder Bauten
EP3055459B1 (fr) Pièce intercalaire elastiquement deformable pour la fixation d'un patin de rail
EP1114221B1 (fr) Structure de traverses destinee a une voie ferree destinee a des vehicules ferroviaires, notamment a une voie ballastee
DE19800616A1 (de) Elastische bahnförmige Unterlage, insbesondere Gleitbettmatte
DE19605791A1 (de) Anordnung zum Lagern einer Schiene
EP3798360B9 (fr) Aiguillage
DE60216374T2 (de) Schienenstützungseinrichtung für ein auf Schotter liegendes Gleis
EP1472127B1 (fr) Supports amortissant les vibrations et les bruits de structure, ces supports etant destines a un element de revetement, en particulier un plancher de vehicule
AT395254B (de) Gleisoberbau mit zwischenplatte
AT525444B1 (de) Schwellensohle zur Anordnung an einer Unterseite einer Eisenbahnschwelle aus Beton
EP4170089A1 (fr) Couche intermédiaire pour aménagement entre une traverse de chemin de fer et un rail de chemin de fer
DE19939500A1 (de) Federnde Plattenauflage
DE69704046T2 (de) Hydraulisches, schwingungsdämpfendes Lager
EP1041201A2 (fr) Structure de support pour une section de voie ferrée
DE3633397C1 (en) Cuboidal flexible bearing
AT228570B (de) Schwingungsdämpfendes Auflager aus Gummi für Maschinen

Legal Events

Date Code Title Description
DPE2 Request for preliminary examination filed before expiration of 19th month from priority date (pct application filed from 20040101)
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23727235

Country of ref document: EP

Kind code of ref document: A1