EP2992144B1 - Assiette de rail - Google Patents

Assiette de rail Download PDF

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Publication number
EP2992144B1
EP2992144B1 EP14718611.8A EP14718611A EP2992144B1 EP 2992144 B1 EP2992144 B1 EP 2992144B1 EP 14718611 A EP14718611 A EP 14718611A EP 2992144 B1 EP2992144 B1 EP 2992144B1
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EP
European Patent Office
Prior art keywords
rail
intermediate layer
designed
arrangement
longitudinal direction
Prior art date
Legal status (The legal status 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 status listed.)
Not-in-force
Application number
EP14718611.8A
Other languages
German (de)
English (en)
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EP2992144A1 (fr
Inventor
Herwig Miessbacher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Semperit AG Holding
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Semperit AG Holding
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Filing date
Publication date
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Publication of EP2992144A1 publication Critical patent/EP2992144A1/fr
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Not-in-force legal-status Critical Current
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    • 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
    • E01B9/38—Indirect fastening of rails by using tie-plates or chairs; Fastening of rails on the tie-plates or in the chairs
    • E01B9/40—Tie-plates for flat-bottom rails
    • E01B9/42—Tie-plates for flat-bottom rails of two or more parts
    • 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
    • E01B9/685—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape
    • 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
    • E01B9/686—Pads or the like, e.g. of wood, rubber, placed under the rail, tie-plate, or chair characterised by their shape with textured surface

Definitions

  • the present invention relates to a rail bearing for track superstructures and a rail bearing assembly.
  • a variety of rail fasteners are used for the attachment of railway rails .
  • the superstructure W is a common way of fastening rails on specially provided railway sleepers made of concrete.
  • Each railway sleeper has two roughly w-shaped depressions, in each of which two matching angle guide plates made of steel or plastic are inserted.
  • the rail stands on an approximately 7 mm thick intermediate layer (usually made of a plastic or elastomer) directly with their entire foot width on the concrete sleeper.
  • also known ribbed plates which are positioned under the rail. The intermediate layers between the ribbed plate and the rail foot are arranged.
  • the intermediate layers serve as a damping element, are intended to receive the load, transfer, distribute and also have an insulating effect against a signal current.
  • the disadvantage here is that the relatively large intermediate layers require a high material usage.
  • the intermediate layer must be made electrically insulating on the one hand, on the other hand, it should bring good damping properties with it.
  • Another disadvantage is due to the fact that an emigration of the intermediate layer during operation is possible because they are not further attached under the rail.
  • the executed as an extra component liner requires increased logistics and handling needs.
  • the EP 2 336 423 A2 is considered to be the closest prior art and discloses a rail bearing and rail track assembly for track superstructures comprising a substantially planar intermediate layer having a top and a bottom, wherein the top is arranged to provide a rail and the bottom for placement on a railway sleeper, at the top and at the bottom at least one arrangement region is formed, on which the rail or the railway sleeper can be arranged, wherein the at least one arrangement region is formed as a projection which extends substantially transversely to the intermediate layer.
  • the EP 2 336 423 A2 also discloses two side portions formed adjacent to the intermediate layer having an engagement portion and an attachment portion, the engagement portion being adapted for placement on the railway sleeper, and wherein the attachment portion is indirectly configured to secure the rail.
  • the US 962, 751 discloses a multi-piece shim rail.
  • the BE 337 790 A relates to a two-piece plate for rails.
  • the US 2009/0108086 A1 discloses a notched shim for a rail system.
  • the FR 2 630 466 relates to an elastomeric track liner. In particular, it is about dampening rail vibrations as best as possible.
  • the DE 20 2004 009 476 U1 relates to a support for ribbed support plates for rail support, wherein extending from the perforations for the implementation of the fasteners longitudinal slots to the outer edge of the pad, which are at least as wide as the perforations in diameter.
  • the GB 21 52 119 A relates to a rail intermediate, which has a volume reduction at its edge regions.
  • the track bearing for track superstructures comprises a substantially planar intermediate layer which has an upper side and a lower side, wherein the upper side is designed for arranging a rail thereon and the underside for arranging on a railway sleeper, wherein at least one of the upper side and / or lower side an arrangement region is formed, on which the rail or the railroad tie can be arranged, wherein the rail support comprises at least one side region, which is formed adjacent to the intermediate layer, wherein the at least one side region an engagement portion and / or a fastening portion , wherein the engagement portion is designed for the arrangement at the railway sleeper, and wherein the attachment portion is designed indirectly and / or directly for fastening the rail.
  • the track superstructure or the superstructure of a railway track consists of the track bed and the rails mounted thereon.
  • a substructure forms a solid template for the construction of the superstructure, by compensating for unevenness of the terrain.
  • the superstructure and in particular the track bed serve to absorb and distribute the forces that result from mass, acceleration, sinusoidal operation, speed of rail vehicles and thermal stress due to weathering.
  • the superstructure contains a track bed, which is usually made of gravel. On this "gravel superstructure", railway sleepers are laid transversely to the direction of travel on which the rails are fastened in the direction of travel.
  • the rails are held by fastening means or rail fastening means (also called rail fastening systems).
  • the side region extends substantially away from the rail, while the intermediate layer extends under the rail foot and in particular in such a way or arranged is that the intermediate layer extends exclusively under the rail foot and thus is not arranged laterally or laterally next to it.
  • the intermediate layer can extend under the complete rail foot.
  • the intermediate layer preferably has two side regions, which extend on both sides of the intermediate layer.
  • the intermediate layer does not extend along the entire width of the rail foot.
  • two rail bearings are arranged opposite one another on a rail.
  • the intermediate layer extends about 10 to 50% below the rail foot.
  • a width of the intermediate layer which is dimensioned essentially transversely to a track direction, is advantageously in a range of approximately 10 to 100 mm, preferably approximately 25 to 60 or 70 mm.
  • This embodiment is called "rail bearing arrangement" and will be described later in more detail.
  • the rail bearing is formed in one piece, which means that the intermediate layer has two side regions, wherein the intermediate layer and the side regions are formed as one part.
  • a rail bearing with a cohesive connection between the intermediate layer and the at least one side region can be interpreted both as a one-piece (according to the invention) and as a two-part rail bearing, depending on the design.
  • the upper side of the intermediate layer is designed for indirect and / or direct arrangement of the rail, wherein the underside is preferably designed for indirect and / or direct arrangement on the railway sleeper.
  • the bottom advantageously extends into the side area. The side area is therefore also indirectly and / or directly on the railway sleeper can be arranged.
  • the engagement portion is formed as a forward and / or return, so that over the engagement portion, a displacement of the rail bearing can be prevented relative to the railway sleeper.
  • the engagement portion may also be formed as a mounting portion in the form of a bore or opening or the like, via which the rail bearing on the railway sleeper by means of a suitable fastening means, such as a screw, positively and / or non-positively and / or materially secured.
  • the side region therefore has at least one engagement section, that is to say advantageously also 2, 3, 4, 5, 6 or even more.
  • the attachment portion is designed for indirect and / or direct attachment of the rail.
  • the fastening portion comprises a limiting element, or is advantageously designed as such, which is designed to limit a movement of the rail substantially transverse to the longitudinal direction.
  • the limiting element thus contacts the rail and fixes and stabilizes it in this way.
  • the fastening element (or also the entire side area) is particularly advantageously formed from an insulating material, so that the rail, which is under current for signal transmission, is isolated.
  • the attachment portion serves for the direct attachment of the rail. It is understood that the attachment portion can also be designed indirectly to attach the rail.
  • the attachment portion does not necessarily contact the rail, but may be part of a rail fastening system. Particularly preferred is the direct arrangement of the rail on the intermediate layer or the direct arrangement of the intermediate layer at the railway sleeper.
  • the intermediate layer on the arrangement region on which the rail or the railway sleeper can be arranged essentially serves to provide other material properties.
  • the arrangement area can be parallel and planar to the top and / or bottom, and then, so to speak, represents a certain area of the top or bottom.
  • the arrangement area can also be seen as a front and / or rear, relative to the top or bottom be trained.
  • the intermediate layer may extend at least partially under the side region. In this case, the intermediate layer is positioned adjacent and transverse to the track bed parallel to the intermediate layer.
  • the engagement section of the side region is then formed on the intermediate layer or its underside.
  • the intermediate layer or the region of the intermediate layer, which is positioned under the rail designed as a shell.
  • the shell designed as a "mat” or “insert” arrangement area be inserted.
  • the shell can prevent slippage of the intermediate layer by a (raised) edge of the shell serves as a boundary for the arranged inside arrangement area.
  • the arrangement area can be easily exchanged or left and right of the rail advantageously different rigid arrangement areas can be used or combined as desired.
  • the above-described "mat” or “insert” does not have to be formed exclusively of the first material or must be formed only as an arrangement region.
  • Such a mat can also be designed as an intermediate layer, which has at least one arrangement region. In other words, then there is a two-part liner.
  • the side portion or the attachment portion may extend below the rail and form the shell, in which then the intermediate layer, which has a placement region, can be inserted. Possible embodiments will be described below.
  • the side region is positively and / or, non-positively and / or integrally integrated in a rail fastening system, in particular in an angled guide plate and / or in a part of a fast clip attachment.
  • the intermediate layer is formed as part of a rail fastening system.
  • the intermediate layer is integrated in a rail fastening system.
  • a common rail fastening system in Germany is on concrete sleepers of the superstructure W. Each railway sleeper has for the arrangement of a rail two w-shaped recesses, in each of which angled guide plates made of steel or plastic are inserted. Between the angle guide plates, the rail stands on a corresponding intermediate layer directly with their entire foot width on the railway sleeper.
  • the angle guide plates and so-called Epsilon clamps are screwed with two sleeper screws in plastic dowels of the railway sleeper.
  • the rails are held to the foot by the Epsilon clamps pushed together during assembly.
  • the tension of rail and threshold is replaced by a clip.
  • Two such clips are arranged opposite one another on a rail.
  • Between the rail and the (concrete) threshold is an intermediate layer, which is held between the two clips.
  • the intermediate layer used there is always a separate component.
  • the intermediate layer according to the invention comprises at least one side region, which is formed adjacent to the intermediate layer.
  • the side portion is an angled guide plate of a rail fastening system.
  • the side area is an insulation element, for. B. a sidewall insulator of a fast clip system or another suitable component of a fast clip system.
  • the liner z. B. is integrated in an angled guide plate or in an insulator of a fast clip system.
  • the type of superstructure or the rail fastening system is irrelevant.
  • Possible candidate rail fastening systems may be, for example: KS superstructure, W, K, Pandrol Pr, L, Hambo fastening, Heyback, Nebelung construction, Fastclip, E-clip, Hf, N, F, H, double nip, Fng, F, N 41, H or Hs. Due to the direct connection to the rail fastening system or by the engagement portion of the side area "emigration" of the rail support or the intermediate layer is excluded. The intermediate layer is fixed or arrested by the side region along the longitudinal direction, which corresponds essentially to the track direction. The emigration, in other words a shifting or slipping, is therefore no longer possible. Advantageously, such an intermediate layer can be easily replaced.
  • the attached rail fastening can also be specially marked (markings with a color code, depending on the rigidity of the intermediate layer).
  • asymmetric rail supports in the track are also possible (eg in a curve).
  • the rail fastening including the intermediate layer can be produced in one step (in a form-reduction of the tool costs).
  • the finishing effort can be eliminated.
  • the mold seals on the plastic.
  • no budding occurs.
  • the intermediate layer does not have to extend below the entire width of the rail foot, material volume can be saved.
  • the engagement portion is oriented away from the underside substantially in the direction of the railway sleeper. Conveniently, the engagement portion is thus formed as a projection.
  • the projection may be a pin with a round, oval, elliptical, circular or even angular cross section. Such a projection may also be hollow inside, ie have an opening for receiving, for example, a bolt or a screw.
  • the railway sleepers preferably have corresponding recesses and / or holes into which the engagement sections can engage.
  • the engagement portion also extends substantially along the longitudinal direction. Seen transversely to the longitudinal direction of the engaging portion thereby advantageously has a triangular or quadrangular cross-section, wherein the corners are preferably not sharp-edged but rather rounded.
  • the engagement portion may also be formed as a pin, web, knob or the like, wherein a plurality of such engagement portions are arranged one behind the other along the longitudinal direction.
  • the intermediate layer is formed from a first material, wherein the at least one arrangement region is formed from a second material, and wherein the first material is harder than the second material.
  • the intermediate layer of ethylene vinyl acetate (EVA) is formed.
  • EVA ethylene vinyl acetate
  • the first material EVA is preferably, the first material EVA.
  • the material of the intermediate layer consists of the same material as the side region.
  • the intermediate layer can also be made of a different material than the side region.
  • the second material is preferably a thermoplastic elastomer (TPE).
  • the second material is crosslinked elastomers based on natural rubber (NR), styrene, butadiene rubber (SBR) or ethylene-propylene-diene rubber (EPDM), in both compact and in foamed design, etc.
  • the second material can be formed from mixtures of the aforementioned materials.
  • a plurality of arrangement areas are provided, for example two, three, four, five, six, seven, eight, nine, ten or more.
  • the arrangement areas can be full-surface, strip-shaped and / or knob-shaped.
  • the arrangement areas are attached at least on the top or the bottom.
  • the arrangement areas are attached to the top and bottom.
  • this allows a defined stiffness of the rail support to be set.
  • the at least one arrangement region is formed as a projection, which extends substantially transversely to the intermediate layer.
  • the projection can be filled as the aforementioned nub.
  • Such a projection may be rounded, round and / or also angular, in particular also polygonal in a cross section which extends substantially parallel to the intermediate layer.
  • the cross section is substantially circular.
  • an elliptical or oval configuration may also be advantageous.
  • the projection is advantageously quadrangular, rectangular or even polygonal.
  • the cross section may also be formed, for example, round or semicircular.
  • the projection may be formed on the upper side and / or on the underside. Furthermore, also no projection can be formed, that is, the arrangement regions, which are formed from the second material, terminate flush with the top and / or bottom.
  • the arrangement areas extend with advantage in the interior of the intermediate layer. It is understood that at least one arrangement area can also be designed continuously, ie continuously from the top to the bottom.
  • the first material is also designed to be electrically insulating. Between the intermediate layer and the arrangement region, therefore, a separation of functions can be represented with advantage, wherein the arrangement region substantially attenuates the rail, while the intermediate layer takes over the electrical insulation.
  • the rail bearing extends essentially along a longitudinal direction which corresponds to the track direction, wherein the intermediate layer comprises a holding section which limits the arrangement region substantially transversely to the longitudinal direction.
  • the holding section thus prevents a displacement of the rail transversely to the longitudinal direction.
  • the holding section is provided on both sides of the rail, so that the rail is completely fixed substantially transversely to the longitudinal direction.
  • Such a holding portion corresponds in its function so the aforementioned attachment portion in its configuration as a limiting element.
  • the holding portion has a height substantially transverse to the top, wherein the ratio of the height to a thickness of the intermediate layer is in a range of about 0.5 to 3.0. More preferably, the range is about 0.8 to 2.5.
  • the thickness of the intermediate layer is in a range of about 0.5 - 5 mm, more preferably in a range of about 1.0 - 3.0 mm.
  • the height of the projection region formed as a projection, which measures substantially transversely to the top or bottom in a range of about 1.0 - 15.0 mm, more preferably in a range of about 2.0 - 9.0 mm.
  • a ratio of the height of the projection to the thickness of the intermediate layer is in a range of about 75 to 1/5, more preferably in a range of about 9 to 2/3, most preferably in a range of about 3 to 2.
  • the rail bearing has at least one recess, which extends substantially along the longitudinal direction, and which forms at least one connecting web, which extends substantially transversely to the longitudinal direction.
  • the recess is present, since it is a rail bearing or an intermediate layer with at least two side portions extending on both sides of a rail.
  • the recess expediently extends essentially centrally in the intermediate layer below the rail or substantially centrally between the lateral areas.
  • the connecting web prevents twisting of the rail bearing parallel and / or transversely to a track plane, which extends substantially parallel to the track bed.
  • the connecting web serves, so to speak, as a spacer or for fixing and / or adaptation to the width of the rail.
  • the at least one connecting web can be arranged at any desired location, for example, viewed approximately centrally in the longitudinal direction or offset. It is understood that two, three four or more connecting webs can be provided.
  • material can be saved through the recess (s).
  • the recess may also be formed as an opening or hole in the intermediate layer, preferably also a plurality of such recesses may be provided.
  • the connecting web can also have a parting line or a contact region which, so to speak, forms a connection point between two rail bearings. Such an embodiment is also described below as a rail bearing assembly.
  • a rail bearing arrangement has two rail bearings according to the invention, each of which has a side region, and whose intermediate layers can be arranged transversely to the longitudinal direction substantially parallel to one another under a rail.
  • rail bearings or intermediate layers with different stiffnesses can be used on the two sides of the rail.
  • This advantage can be of great advantage, in particular in the area of curves or arcs, because the forces introduced into the track substructure but also the wear of the intermediate layers can be influenced.
  • the two rail bearings and, in particular in the area of the intermediate layers form a contact region on which the two rail bearings touch.
  • the contact region is formed as a kind of parting line which extends substantially along the longitudinal direction and is arranged substantially in the middle of the rail foot. It is understood that the dividing line need not be aligned parallel to the longitudinal direction, but in turn can be formed obliquely and / or, for example, in a meandering contour.
  • the two rail bearings may be positively and / or positively and / or materially connected to the contact area. Alternatively preferred but also no connection is provided but only a touch or a small distance, which can be at least partially closed when the rail bearings move to each other.
  • a displacement of the rail bearings to each other along the longitudinal direction can be avoided by the contact area, for example, when in the contact area, the two rail bearings mesh, z. B. over a kind of wave and / or tooth profile.
  • the rail bearings are connected via at least one connecting web at a distance.
  • the connecting web can in particular be a part of the intermediate layer (s), ie it can be made of the material of the intermediate layer.
  • the connecting web is formed of a material which is stiffer than the first and / or the second material.
  • the connecting web can also be made of a completely different material, such as steel.
  • the at least one connecting web of a rail bearing is at a distance "x" (x stands as a placeholder for a linear dimension) the longitudinal direction spaced.
  • the connecting web of a rail bearing which is to be arranged opposite to the aforementioned, is arranged at a distance "-x" starting from the center line. It is understood that the distance does not have to be exactly "-x”. Basically it is right if the distance, taking into account the dimensions of the connecting web, is " ⁇ x".
  • each connecting web touches the opposite intermediate layer over a connecting region and, as it were, is supported thereon.
  • the connecting webs of two opposing rail bearings can also form the contact area, so touching or abutting each other.
  • the distances of both connecting webs starting from the center line would then be approximately "x". It is understood that a length of the connecting webs would be correspondingly shorter than in the aforementioned embodiment, since the distance between the rail bearings doubled by the adjoining connecting webs.
  • the mentioned embodiments also apply to more than one connecting web per rail bearing.
  • the connecting web is positively and / or non-positively and / or materially connected to at least one of the rail bearings.
  • the connecting bridge is interchangeable.
  • a rotation of the rail bearings on the railway sleeper or opposite the rails can also be prevented by the fact that the engagement portions of the side regions are designed such that against the railway sleeper twisting of the rail bearing is prevented.
  • an intermediate layer in particular for placement under a rail, comprises an upper side and a lower side, wherein the upper side is designed for arranging a rail and the lower side for arranging on a railway sleeper, wherein at least one arrangement region is formed on the upper side and / or on the lower side is, on which the rail or the railway sleeper can be arranged, wherein the intermediate layer has a connection region, on which a side region can be arranged.
  • Fig. 1 shows a preferred embodiment of a rail bearing assembly 70, consisting of a left and a right rail bearing 20. It is a cross-sectional view, for reasons of clarity (as well as partially in the following figures) is dispensed with a hatching.
  • a rail 80 on the respective arrangement areas 26, which are formed as projections 27, is arranged between the two rail bearings 20, a rail 80 on the respective arrangement areas 26, which are formed as projections 27, is arranged.
  • the arrangement regions 26 extend from upper sides 23 of the intermediate layers 22 in the direction of the rail 80.
  • the intermediate layers 22 are arranged on a railway sill 90 via their undersides 24.
  • the two rail bearings 20 each have side portions 40 which are provided with engagement portions 42.
  • the engagement portions 42 engage in corresponding recesses (without reference numeral) of the railway sleeper 90 a.
  • the intermediate layers 22 are connected continuously to the side regions 40, wherein the side regions 40 are integrated into rail fastening systems 92.
  • the side portions 40 as an angle guide plates (for example, a superstructure W) is formed.
  • the intermediate layers 22 are not arranged below an entire width of the rail 80.
  • the rail 80 or the foot of the rail 80 is held via corresponding holding portions 46, which extend away substantially transversely to the upper sides 23 of the intermediate layers 22.
  • Fig. 2 shows a preferred embodiment of a rail bearing 20, which has two side portions 40 and an intermediate layer 22.
  • the rail bearing 20 is arranged via a bottom 24 at a railway sleeper 90.
  • the side portions 40 include each engagement portion 42 and mounting portions 44 which are integrated into rail fastening systems 92, also formed as angled guide plates.
  • Transverse to a longitudinal direction L the rail bearing 20 and the intermediate layer 22 each form two holding portions 46, which fix the rail 80 transversely to the longitudinal direction L.
  • a thickness d of the intermediate layer 22 or a height d H of the holding section 46 or of the holding sections 46 is measured.
  • Fig. 3a shows a non-inventive embodiment of two intermediate layers 22 and two side regions 40.
  • the design corresponds essentially to that of the Figures 1 and 2 known embodiments.
  • the rail bearings 20 are not made in one piece, but each consist of an intermediate layer 22 and a side portion 40.
  • the respective side regions 40 and the adjacent intermediate layers 22 are connected via the respective connection regions 48 via fastening means 74.
  • the fastening means 74 are in the in FIG. 3a illustrated embodiment only sketchy shown as a dashed line. It is conceivable at this point a positive and / or positive and / or cohesive connection.
  • the two side regions 40 each form a fastening element 44 designed as a delimiting element 45.
  • each side portion 40 includes a mounting portion 44, which serves for the indirect attachment of a rail 80 via a tension clamp (no reference numeral).
  • Fig. 3b shows the off Fig. 3a non-inventive embodiment of two rail bearings, wherein intermediate layers 22 are designed to be continuous and extend under side portions 40 inside. As a result, engaging portions 42 are formed on the intermediate layers 22 and their lower sides 24, respectively.
  • Fig. 4a shows a rail bearing assembly 70 consisting of two rail bearings 20, which are arranged adjacent to each other via a contact region 72 and so form a connecting web 62.
  • the rail bearings 20 each have three arranged as projections 27 arrangement regions 26, which from upper sides 23 of corresponding intermediate layers (in FIG. 4a without reference).
  • the rail bearings 20 each include a side portion 40, which are designed as part of rail fastening systems 92, here fast clip systems, or integrated into these.
  • Mounting portions 44 are formed as sidewall insulators of the fast clip systems.
  • the fastening sections 44 have limiting elements 45 or are partially designed as delimiting elements 45, which can fix a rail (not shown here) essentially transversely to a longitudinal direction L.
  • FIG. 4b shows the off Fig. 4a known embodiment of a rail bearing assembly 70 with two connecting webs 62nd
  • Fig. 5 shows a preferred embodiment of a rail bearing 20 at the top 23 a total of six formed as projections 27 arrangement regions 26 are formed. Between the arrangement regions 26 extends substantially along a longitudinal direction L a recess 60 which forms a connecting web 62. It turns out that the recess is also similar to the one in FIG. 4b could be shaped so that z. B. two connecting webs 62 are formed.
  • the rail bearing 20 has two side portions 40 which are each part of a rail fastening system 92. Incidentally, what has been said about FIG. 4a applies.
  • FIG. 6a shows a non-inventive embodiment of a rail bearing assembly 70 consisting of two rail bearings 20.
  • the two rail bearings 20 each have on their upper side 23 three each formed as projections 27 arrangement areas.
  • Each of the rail bearings 20 has a side region 40, which are integrally and / or positively and / or materially integrated into a rail fastening system 92 (here a fast clip system).
  • Fig. 6b shows the off Fig. 6a preferred embodiment of a rail bearing assembly 70 having a centrally disposed connecting web 62, which acts as a rotation.
  • FIG. 7 shows Fig. 7 a non-inventive embodiment of a rail bearing assembly 70 having a contact portion 72.
  • the contact portion 72 is formed along a longitudinal direction L is substantially curved or meandering. Otherwise applies to the in FIG. 6a and Figure 7a illustrated embodiments to FIG. 4a Said.
  • Fig. 8a shows a preferred embodiment of an intermediate layer 22 having a bottom 24 and a top 23. At the top 23 three formed as projections 27 arrangement regions 26 are formed. Substantially transversely to the intermediate layer, a height dv of the projections and a thickness d of the intermediate layer 22 are measured.
  • FIG. 8b from Fig. 8a known preferred embodiment of an intermediate layer 22 having a bottom 24 and a top 23, wherein formed as projections 27 arrangement regions 26 at the top 23 and at the bottom 24 are formed.
  • Fig. 8c shows a preferred embodiment of an intermediate layer 22 having a bottom 24 and a top 23.
  • the intermediate layer 22 is traversed in three arrangement regions 26, which respectively at the top 23 and at the bottom 24 projections 27 form.
  • Fig. 8d shows a preferred embodiment of an intermediate layer 22, which has a top 23 and a bottom 24. Three arrangement areas 26 are flush with the top 23 and are embedded in the intermediate layer 22, so to speak.
  • Fig. 8e shows a preferred embodiment of an intermediate layer 22 having an upper side 23 and a lower side 24.
  • the intermediate layer 22 is penetrated by three substantially cylindrical arrangement regions 26. It is understood that the arrangement areas in a cross-section transversely, for example to the top 23, any cross-sectional shape, for example, oval, elliptical, triangular, square or generally polygonal can take.
  • Fig. 8f shows a preferred embodiment of an intermediate layer 22 having a top 23 and a bottom 24. On the bottom 24 a semi-circular arrangement portion 26 is formed. At the upper side 23, two semicircular arrangement regions 26 are formed.

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  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Railway Tracks (AREA)

Claims (9)

  1. Assiette de rail (20) pour des superstructures de voie,
    comportant une couche intermédiaire (22) sensiblement plane qui présente une face supérieure (23) et une face inférieure (24),
    dans laquelle
    la face supérieure (23) est conçue pour l'agencement d'un rail (80) et la face inférieure (24) est conçue pour l'agencement sur une traverse (90) de voie ferrée,
    au moins une zone d'agencement (26) est réalisée sur la face supérieure (23) et/ou sur la face inférieure (24), sur laquelle le rail (80) ou la traverse (90) peuvent être agencés,
    ladite au moins une zone d'agencement (26) est réalisée sous forme de saillie (27) qui s'étend sensiblement transversalement à la couche intermédiaire (22), et
    l'assiette de rail (20) comprend deux zones latérales (40) qui sont réalisées de façon adjacente à la couche intermédiaire (22),
    la couche intermédiaire (22) et les zones latérales (40) sont réalisées en une seule pièce, et
    les zones latérales (40) présentent une portion d'engagement (42) et une portion de fixation (44),
    la portion d'engagement (42) est conçue pour l'agencement de l'assiette de rail (20) sur la traverse (90) et s'étend sensiblement le long d'une direction longitudinale (L) qui correspond à une direction de voie, et
    la portion de fixation (44) est conçue directement et/ou indirectement pour la fixation du rail (80), et
    la portion de fixation (44) comprend un élément de limitation (45) ou une portion de retenue (45, 46) qui est conçu(e) pour limiter un mouvement du rail (80) sensiblement transversalement à une direction longitudinale (L),
    l'assiette de rail (20) présente au moins un évidement (60) qui s'étend sensiblement le long de la direction longitudinale (L) et qui forme au moins une barrette de liaison (62) qui s'étend sensiblement transversalement à la direction longitudinale (L),
    la couche intermédiaire (22) est réalisée d'un premier matériau et
    ladite au moins une zone d'agencement (26) est réalisée d'un second matériau, et
    le premier matériau est plus dur que le second matériau.
  2. Assiette de rail (20) selon la revendication 1,
    dans laquelle
    la couche intermédiaire (22) ne s'étend pas le long de toute une largeur d'un pied de rail.
  3. Assiette de rail (20) selon la revendication 1 ou 2,
    dans laquelle
    la zone latérale (40) est intégrée par coopération de forme et/ou de force et/ou de matière dans un système de fixation de rail (90), en particulier dans une plaque de guidage angulaire et/ou dans une partie d'une fixation à clip rapide.
  4. Assiette de rail (20) selon l'une des revendications précédentes,
    dans laquelle
    la portion d'engagement (42) est orientée en éloignement de la face inférieure (24) sensiblement en direction de la traverse (90).
  5. Assiette de rail (20) selon l'une des revendications précédentes,
    qui s'étend sensiblement le long d'une direction longitudinale (L), et
    l'élément de limitation ou la portion de retenue (45, 46) limite la zone d'agencement (26) sensiblement transversalement à la direction longitudinale (L).
  6. Assiette de rail (20) selon l'une des revendications précédentes,
    dans laquelle
    l'élément de limitation ou la portion de retenue (45, 46) présente une hauteur (dH) sensiblement transversalement à la face supérieure (23), et
    le rapport de la hauteur (dH) sur une épaisseur (d) de la couche intermédiaire (22) est dans une plage d'environ 0,1 à 0,7.
  7. Agencement d'assiette de rail (70) comportant deux assiettes de rail (20), comportant chacune une couche intermédiaire (22) sensiblement plane qui présente une face supérieure (23) et une face inférieure (24),
    dans lequel
    la face supérieure (23) est conçue pour l'agencement d'un rail (80) et la face inférieure (24) est conçue pour l'agencement sur une traverse (90) de voie ferrée,
    au moins une zone d'agencement (26) est réalisée sur la face supérieure (23) et/ou sur la face inférieure (24), sur laquelle le rail (80) ou la traverse (90) peuvent être agencés,
    ladite au moins une zone d'agencement (26) est réalisée sous forme de saillie (27) qui s'étend sensiblement transversalement à la couche intermédiaire (22), et
    les assiettes de rail (20) comprennent chacune une zone latérale (40) qui est réalisée de façon adjacente à la couche intermédiaire (22),
    la couche intermédiaire (22) et la zone latérale respective (40) sont réalisées en une seule pièce, et
    les zones latérales (40) présentent une portion d'engagement (42) et une portion de fixation (44),
    la portion d'engagement (42) est conçue pour l'agencement de l'assiette de rail respective (20) sur la traverse (90) et s'étend sensiblement le long d'une direction longitudinale (L) qui correspond à une direction de voie, et
    la portion de fixation (44) est conçue directement et/ou indirectement pour la fixation du rail (80), et
    la portion de fixation (44) comprend un élément de limitation ou une portion de retenue (45, 46) qui est conçu(e) pour limiter un mouvement du rail (80) sensiblement transversalement à une direction longitudinale (L),
    l'assiette de rail (20) présente au moins un évidement respectif (60) qui s'étend sensiblement le long de la direction longitudinale (L) et qui forme au moins une barrette de liaison (62) qui s'étend sensiblement transversalement à la direction longitudinale (L),
    la couche intermédiaire (22) est réalisée d'un premier matériau et
    ladite au moins une zone d'agencement (26) est réalisée d'un second matériau, et
    le premier matériau est plus dur que le second matériau.
  8. Agencement d'assiette de rail (70) selon la revendication 7,
    dans lequel
    les deux assiettes de rail (20) forment une zone de contact (72) au niveau de laquelle les deux assiettes de rail (20) se touchent.
  9. Agencement d'assiette de rail (70) selon la revendication 8,
    dans lequel
    la barrette de liaison (62) est reliée par coopération de forme et/ou de force et/ou de matière à l'une au moins des assiettes de rail (20).
EP14718611.8A 2013-04-29 2014-04-22 Assiette de rail Not-in-force EP2992144B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013007306.5A DE102013007306B4 (de) 2013-04-29 2013-04-29 Schienenlager
PCT/EP2014/058091 WO2014177419A1 (fr) 2013-04-29 2014-04-22 Assiette de rail

Publications (2)

Publication Number Publication Date
EP2992144A1 EP2992144A1 (fr) 2016-03-09
EP2992144B1 true EP2992144B1 (fr) 2019-01-16

Family

ID=50543056

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14718611.8A Not-in-force EP2992144B1 (fr) 2013-04-29 2014-04-22 Assiette de rail

Country Status (4)

Country Link
US (1) US9932711B2 (fr)
EP (1) EP2992144B1 (fr)
DE (1) DE102013007306B4 (fr)
WO (1) WO2014177419A1 (fr)

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DE102018107215A1 (de) * 2018-03-27 2019-10-02 Semperit Ag Holding System, Verfahren, Anordnung und Schwelle zum Halten einer Schiene
RU2688650C1 (ru) * 2018-03-28 2019-05-21 Ольга Васильевна Новакович Упругое безболтовое рельсовое скрепление
RU2675743C1 (ru) * 2018-06-13 2018-12-24 Геннадий Геннадьевич Лосев Шпала
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KR102701744B1 (ko) * 2022-05-17 2024-09-03 한국철도기술연구원 보강재가 매립된 고무패드를 이용한 부직포 일체형 침목패드, 그 제작 및 시공 방법
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Also Published As

Publication number Publication date
DE102013007306A1 (de) 2014-10-30
US20160194835A1 (en) 2016-07-07
US9932711B2 (en) 2018-04-03
WO2014177419A1 (fr) 2014-11-06
DE102013007306B4 (de) 2017-03-09
EP2992144A1 (fr) 2016-03-09

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