EP0546363A1 - Pad between a tie plate and the base of a permanent way - Google Patents

Abstract

A pad (10) between a tie plate (12) and a base such as a sleeper of a permanent way, in particular a concrete sleeper of a ballastless permanent way, is proposed, the pad consisting of an elastic material having a spring stiffness. In order to achieve a desired settling factor or bedding figure, it is proposed that the pad (10) has a spring stiffness which is surface-independent or dependent on contact force. <IMAGE>

Description

The invention relates to an intermediate layer between a base plate carrying a track section and a base such as a sleeper, in particular a concrete sleeper and / or ballastless superstructure, the intermediate layer consisting of an elastic material having a spring stiffness.

It is known to arrange intermediate layers made of plastic in connection with the superstructure between the base plate and, for example, a concrete sleeper. These basically run only in the area of the base surface of the base plate. To attach the base plate, the intermediate layer is fastened by a fastener such. B. bolts penetrated. As a result, there is a continuous and thus electrically conductive connection between the base plate and the threshold.

Other known intermediate layers are provided with recesses running parallel to the bottom surface, such as bores, which have a constant distance from one another. As a result, corresponding intermediate layers have different spring stiffnesses depending on their area.

DE-B-2 006 071 and CH-B-520 233 a rail fastening is known with an intermediate plate made of rubber-elastic material, which decreases in stiffness starting from the rail axis in order to reduce the bending stresses in a ribbed plate arranged on the intermediate layer to reach.

The same principle is applied to an elastic crane rail support which can be found in DE-B-1 237 280. The elastic underlay in the area of the rail web is of greater hardness than in the edge areas.

According to EP-A-0 279 094 or DD-A-267 750, elastic intermediate layers are used for vibration damping of rails arranged on sleepers or for the electrical insulation of sleepers.

The present invention is based on the one hand the problem of designing an intermediate layer of the type described in the introduction in such a way that when a force is introduced via the track section, that is to say basically via a rail head, into the base at an angle a which, in relation to the central axis of the track section, is considerably zero can deviate, a tilting of the track section is excluded. On the other hand, the invention is intended to solve the problem that an area-independent indentation number is achieved, that is to say the same indentations always occur regardless of the area of the intermediate layer.

The problem is essentially solved according to the invention in that the intermediate layer has a spring stiffness that depends on the contact force, such that the spring stiffness changes depending on the force angle resulting from a force resultant between a central axis of the track section and the track section caused by a rail vehicle traveling on it, such that changes with increasing angle a increases the spring stiffness of the intermediate layer, or that the spring stiffness of the intermediate layer is independent of the area.

The first alternative ensures that, even in the case of a force resultant, which cuts the base plate in the edge region of the rail foot or even outside of it, tilting of the track section, in particular a rail, is excluded; because the further the force resultant cuts the base plate from the central axis of the track section, the higher the spring stiffness of the intermediate layer.

According to the invention this is achieved in that the intermediate layer has projections designed in such a way that the total contact surface of the intermediate layer increases with increasing angle a, which in turn increases the form factor. The increase in the form factor results in a higher rigidity.

In particular, it is provided that the intermediate layer of the base has projections, the surfaces of which face the base are at least partially withdrawn at least in the region of the track section, so that when the force is applied, the surface of the intermediate layer lying on the base increases.

In particular, the intermediate layer in the region below the track section has projections that run transversely to its longitudinal axis, engage at a distance from one another, and extend in or approximately in the plane of the intermediate layer, which, at least when force is not introduced into the track section, are spaced in sections from the base. The interlocking projections can each be wedge-shaped and form a toothing, with free spaces preferably running between the projections having a Y geometry.

The projections themselves can run symmetrically to a line that corresponds to an edge contact line projected in the direction of the intermediate layer.

These measures change the contact surface of the intermediate layer as a function of the angle a extending between the central axis of the track section and the resultant force such that the spring stiffness also increases with increasing angle. If necessary, there may be a linear dependency between the angle a and the spring stiffness. However, this is not absolutely necessary.

The second alternative achieves an area-independent sinking number or bedding number, so that consequently along the track regardless of whether z. B. there is a switch area, an intersection or a normal track, the same conditions prevail.

In particular, this partial aspect of the present invention is achieved in that the intermediate layer of a total area F _{G has} recesses on the bottom side of a total cross-sectional area F _A such that the difference between F _G and F _{A is} the same or substantially the same regardless of the total area F _G. The recesses can extend from the bottom surface to the top of the intermediate layer. However, this is not a mandatory feature. Rather, the recess can also end at a distance from the top.

Without leaving the invention, there is also the possibility that the intermediate layer has recesses running parallel to the bottom surface, the total cross-sectional area of which is in constant or almost constant relation to the total floor or base area of the intermediate layer. Of course, the distances between the horizontally running recesses then vary depending on the total floor area, but the distances between successive recesses are the same.

Another proposal of the invention provides that the base plate is at least partially covered by the intermediate layer on the bottom and edge sides. The intermediate layer preferably completely covers the base plate both on the bottom and on the edge side.

To fix the position of the intermediate layer, brackets are provided at least on the face side, which may cause the intermediate layer to be pretensioned.

Preferably, however, the position is fixed by a peripheral frame, which in turn is connected to the threshold by means of fastening elements such as bolts. However, there is no direct contact neither between the holder or the frame nor the bolt and the base plate, so that complete electrical insulation between the base plate and the base is achieved like a threshold.

A further embodiment of the invention provides that the holder or the frame legs have a 1-shaped geometry in section, intermediate material running between the horizontally extending section and the base plate.

The connection between the base plate and the intermediate layer can be made by gluing or the like. However, the base plate is preferably vulcanized into the intermediate layer in some areas.

Further details, advantages and features of the invention result not only from the claims, the features to be extracted from them - individually and / or in combination - but also from the following description of preferred exemplary embodiments to be taken from the drawing.

• Fig. 1 eine Schnittdarstellung durch einen Weichenbereich,
• Fig. 2 eine Zwischenlage,
• Fig. 3 eine Schnittdarstellung entlang der Linie 111 - 111 in Fig. 2,
• Fig. 4 eine zweite Ausführungsform einer Zwischenlage,
• Fig. 5 eine Schnittdarstellung entlang der Linie V-V in Fig. 4 ,
• Fig. 6 eine dritte Ausführungsform einer Zwischenlage,
• Fig. 7 eine Schnittdarstellung entlang der Linie VII-VII in Fig. 6,
• Fig. 8 eine Schnittdarstellung durch einen auf einer Zwischenlage abgestützten Gleisabschnitt,
• Fig. 9 eine Unteransicht der Zwischenlage nach Fig. 8,
• Fig. 10 eine Prinzipdarstellung der Zwischenlage unter Berücksichtigung von Krafteinleitungen unter verschiedenen Winkeln zur Mittelachse des Gleisabschnitts und
• Fig. 11 eine Unteransicht einer weiteren Ausführungsform einer Zwischenlage.

Show it:

• 1 is a sectional view through a switch area,
• 2 an intermediate layer,
• 3 shows a sectional illustration along the line 111-111 in FIG. 2,
• 4 shows a second embodiment of an intermediate layer,
• 5 is a sectional view taken along the line VV in Fig. 4,
• 6 shows a third embodiment of an intermediate layer,
• 7 is a sectional view taken along the line VII-VII in Fig. 6,
• 8 is a sectional view through a track section supported on an intermediate layer,
• 9 is a bottom view of the intermediate layer of FIG. 8,
• Fig. 10 is a schematic diagram of the intermediate layer taking into account the introduction of force at different angles to the central axis of the track section and
• 11 is a bottom view of another embodiment of an intermediate layer.

1 to 7, in which the same elements are provided with the same reference symbols, embodiments of intermediate layers made of elastic material such as elastomer, rubber material or the like are shown, of which those in FIG. 1 are provided with the reference symbol (10) and runs between a base or rail fastening plate (12), which is made of metal, and a base, not shown, such as a threshold, preferably a concrete threshold. It can be between the intermediate layer (10) and the base, not shown, such as a threshold another z. B. existing metal intermediate plate (14) may be provided.

On the base plate (12) in the usual manner, for. B. a rail such as stock rail (16) and a sliding chair (18) on which a switch tongue (20) is slidably arranged. These are well-known elements, the structure and fastenings of which correspond to conventional constructions.

The intermediate layer (10) provides electrical insulation between the rail (16) and the sliding chair (18) or the switch tongue (20). on the one hand and the underlay like threshold on the other. The intermediate layer (10) surrounds the base plate (12) on the bottom and edge sides and in sections in the edge region (22) of the top side (24).

So that the intermediate layer (10) and thus the base plate (12) do not move, the latter is surrounded by a circumferential frame (26) made of metal and by means of fastening elements (28) which pass through the intermediate plate (14), with which shown threshold or not shown solid roadway is connected.

The legs of the frame (26) can be seen to have a 1-shaped geometry, an upper horizontally running leg section (30) capturing the region (32) of the intermediate layer (10) running along the top (22) of the base plate (12) in such a way that that the intermediate layer (10) is firmly clamped between the frame (26) and the base plate (12) and may even be prestressed, which results in a positional fixation.

The outer leg sections (30) or (34) of the frame (26) may have an inclined angle to the horizontal such that when the fastening element (28) which passes through the section (34), the sections (30) are directed in the direction the pad is moved like a threshold such that the intermediate layer (10) is held and pretensioned like a clamp between the frame (26) and the base plate (12).

This type of position fixing of the intermediate layer (10) ensures that a connection between the frame (26) and its fastening elements (28) with the base plate (12) and thus the base does not take place like a threshold, so that there is electrical insulation . As a result, electrochemical potentials cannot form between the base, such as the threshold, and the base plate (12), so that corrosion caused thereby is avoided.

The intermediate layer (10) can now have a desired spring stiffness over its entire surface in such a way that it is either independent of the surface or depending on the angle of the resultant force resulting from the rail head, i.e. in the area of the rail (16) or (20 ) Force application is changed such that there is a spring stiffness dependent on the contact force. The latter means that the rail used - be it stock rail (16) or switch tongue (20) - cannot tilt even if the resultant force to the central axis of the rail deviates significantly from 0, for example between 15 and 31 _° (see Fig. 8-10)

2 to 7 will be used to explain how the spring stiffness can be determined in a controlled manner to the desired extent.

In Fig. 2 a base plate (36) of a surface F _{G is} shown. The base plate (36) is consistently constant and of the same cross-section, so that there is the same spring stiffness over the entire surface.

If the total area F _G is now increased without changing the spring stiffness, then according to the exemplary embodiments of FIGS. 4 and 6, the respective intermediate layer (38) or (40) of the bottom surface (44) or (46) starting recesses are introduced, which are provided as an example with reference numerals (48) and (50).

According to the embodiment of FIGS. 4 and 5, the recesses are designed as bores continuously, i. that is, they extend from the bottom surface (44) to the top surface (52).

According to the embodiment of FIGS. 6 and 7, the recess (50) ends spaced apart from the upper side (54) of the intermediate layer (40).

The total cross-sectional area F _{A of} the recesses (48) or (50) of the intermediate layers (38) or (40) is so large that regardless of the total cross-sectional area F _{G of} the intermediate layer (38) or (40) the difference between F _G and F _A is essentially the same size. This means that over the entire area of the intermediate layer (38) or (40) there is still a constant spring stiffness and thus the number of subsidence or bedding as corresponds to the spring stiffness of the intermediate layer (36) according to FIG. 2.

There is also the possibility that there are transverse recesses and bores parallel to the bottom surface of an intermediate layer, the cross-sectional areas or spacings of which vary depending on whether the spring stiffness over the length of the intermediate layer - viewed perpendicular to the longitudinal axis of the track - remains constant or essentially constant or should vary according to the insurgent forces to be initiated.

8 to 10, the idea that particularly characterizes the present invention will be explained that, depending on the force acting on a rail (54), i.e. whose force results from horizontal and vertical force components, the form factor and thus the spring stiffness of an intermediate layer (56) can be changed.

The intermediate layer (56) is arranged between a base plate, such as a rib plate (58), and a base, not shown, such as a threshold.

The intermediate layer (56) in the area below the rail (54) has a structure which changes the shape factor of the intermediate layer (56) in such a way that spaced-apart wedge-shaped projections engage in one another, for example with the reference numerals (60), (62), and (64).

As illustrated in FIG. 9, the projections (60), (62) and (64) form a toothing, the interspace having the shape of a Y.

The teeth run symmetrically to a line (66) running parallel to the longitudinal axis of the rail (54), which corresponds to the projection of the wheel contact line of a rail vehicle passing through the rail (54) in the direction of the intermediate layer (56).

The intermediate layer (56) - as is also illustrated in FIG. 9 - is penetrated by fastening elements such as screws, by means of which the ribbed plate (58) is connected to the base.

In the area facing the base, the projections (60), (62) and (64) are withdrawn, as the dashed illustration of the projections in FIG. 8 illustrates (see also bottom surfaces (78) and (80) of the projections according to FIG. 10). .

In other words, a plane which is curved is spanned by the surfaces (78) and (80) of the projections (60), (62) and (64) facing the base.

Since the line of symmetry (66) also runs offset to the central axis (68) of the rail (54), specifically in the direction of the wheel contact point lines, the contact surface of the projections (60), (62) and (64) changes depending on the force resultant ( 76), which describes an angle a to the central axis (68), which can usually vary between 0 and 31 _° .

However, the larger the contact area between the projections (60), (62) and (64) and the base (not shown), the greater the form factor of the intermediate layer (56) and thus also its rigidity.

The change in the contact surfaces is to be illustrated purely by way of example with reference to FIG. 10. Thus, the lines provided with the reference numerals (70), (72) and (74) should correspond to the inclinations of the intermediate layer (56) at different angles a1, a ₂ and a ₃ and thus differently inclined resultants (76), which correspond to the edge region of the rail foot (76) cut or even run outside of it. Depending on the angle a, the intermediate layer (56) is more or less compressed, so that the contact surfaces of the projections (60), (62) and (64) are enlarged.

The surfaces of the projections (60), (62) and (64) lying on the base are then obtained by the intersection lines between the lines (70), (72) and (74) with the planes containing them with the undersides of the projections (60 ), (62) and (64), which are symbolized by the broken lines (78) and (80). It follows directly from this that, with increasing angle a, larger areas of the surfaces (78) and (80) of the projections (60), (62) and (64) lie on the base; because the line (70) corresponds to the angle a ₁ , which is greater than the angle a ₂ to be assigned to the line (72), which in turn is greater than the angle a ₃ belonging to the line (74).

The area of the intermediate layer (56) supported on the base results for the angle a _i from the areas a + b. For the angle a ₂ , there is a smaller area composed of the sections c + d. Finally, for the smallest angle a _3, the total area of the intermediate layer (56) which is supported on the base is equal to the sum of the sections e and f.

If the projections are shown as toothing in the exemplary embodiment in FIGS. 8 to 10, the spring stiffness depending on the contact can also be achieved by other geometries of the projections. It is only important that the projections are withdrawn from the base at least in sections such that with increasing angle a, which is the angle between the central axis (68) of the rail (54) and the resultant force (76), the contact surface of the projections increases. to increase the form factor and thus the spring stiffness of the intermediate layer (56).

11 shows an underside (82) of a further embodiment of an intermediate layer (84). This has in rows (86), (88), (90) and (92) arranged savings, of which those of the row (86) are provided with the reference numerals (94), (96) and (98). The rows (86), (88), (90) and (92) run perpendicular to the longitudinal axis of a track section, not shown. Furthermore, the recesses (96) are larger in the region of the track than outside of it.

The outer recesses (94), (98), which are smaller in area, have an approximately rectangular shape in plan view, whereas the central recess (96) is trapezoidal.

The projections (94), (96) and (98), each arranged in a row, can also be referred to geometically as an elongated triangle with interruptions in plan view.

The recessed bottom area of the recesses (94), (96) and (98) runs obliquely, i.e. not parallel to the underside (82), so that the shape factor and thus the spring stiffness can be changed depending on the angle of the force resultant.

Claims (10)

1. Intermediate layer (10, 36, 38, 40, 56) between a base plate (12, 58) carrying a track section (16, 20, 54) and a base such as a sleeper, in particular a concrete sleeper a ballast-free superstructure, the intermediate layer consisting of an elastic material having spring stiffness,
characterized,
that the intermediate layer (56) has a spring stiffness dependent on the contact force, such that the spring stiffness is such that the angle a depends on the force resultant (76) between the central axis (68) of the track section (54) and the force section (76) caused by a rail vehicle traveling on it changes that increases the spring stiffness of the intermediate layer with increasing angle a, or that the spring stiffness of the intermediate layer (10, 36, 38, 40) is independent of the area. 2. liner according to claim 1,
characterized,
that the intermediate layer (56) has projections (60, 62, 64) facing the base, the surfaces of which facing the base are at least partially withdrawn at least in the region of the track section (54). 3. liner according to claim 2,
characterized,
that the intermediate layer (56) in the area below the track section (54) has transverse projections (60, 62, 64) which extend at a distance from one another and engage in or approximately in the plane of the intermediate layer and which extend at least in the absence of force in the track section run in sections spaced from the base. 4. Liner according to Claim 2,
characterized,
that a plane is spanned from the surfaces of the projections (60, 62, 64) facing the base, which at least in sections is retracted and curved with respect to the base. 5. liner according to claim 3,
characterized,
that the interlocking wedge-shaped projections (60, 62, 64) form a toothing, the free spaces between the projections preferably having a Y-shape. 6. liner according to claim 2,
characterized,
that the projections (60, 62, 64) are arranged symmetrically to a line (66) which runs eccentrically to the central axis of the rail section (54) and corresponds to a wheel contact point line projected in the direction of the intermediate layer (56). 7. liner according to claim 1,
characterized,
that the intermediate layer (38, 40) has a bottom-side total area F _G and recesses (48, 50) of a total cross-sectional area F _A such that the difference between F _G and F _{A is} the same or substantially the same regardless of the total area F _G. 8. liner according to at least one of the preceding claims,
characterized,
that the recesses (48) from the bottom surface (44) of the intermediate layer (38) to the top (52) extend. 9. liner according to at least one of the preceding claims,
characterized,
that the intermediate layer has recesses running parallel to the base surface, the total cross-sectional area of which is in constant or almost constant relation to the total base surface F _{G of} the intermediate layer. 10. liner according to at least one of the preceding claims,
characterized,
that the base plate (12) is at least partially and preferably preloaded by the intermediate layer (10) on the bottom and edge sides.

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