ES2994222T3 - Elastic intermediate plate and arrangement for fastening a rail for a rail vehicle - Google Patents

Abstract

1. An intermediate plate, elastically elastic in the direction of its total thickness (D22), intended to support a rail (S) for a railway vehicle on an underlying surface (U), the intermediate plate (7a, 7b) having on at least one of its longitudinal sides a longitudinal side portion (16, 17; 23, 24) which projects laterally with respect to a central portion of the intermediate plate (7a, 7b) and which has a thickness (DI) smaller than the total thickness (D22) of the intermediate plate (7a, 7b). In order to enable such an intermediate plate to be produced in a simplified manner and with optimised use properties, an intermediate plate (7a, 7b) is formed by at least two superimposed elastic layers (15a, 15b; 22a, 22b), of which the first layer has a first stiffness and the second layer has a second stiffness. At the same time, the longitudinal side portion (16, 17; 23, 24) of the intermediate plate (7a, 7b) is formed by a portion of the first elastic layer (15a, 22a) protruding beyond the respective longitudinal edge of the second elastic layer (15b, 22b), and the central region of the intermediate plate (7a, 7b) is jointly formed by the second elastic layer (15b, 22b) and the portion of the first elastic layer (15a, 22a) which is covered by the second elastic layer (15b, 22b). (Automatic translation with Google Translate, without legal value)

Description

DESCRIPTION

Elastic intermediate plate and arrangement for fixing a rail for a railway vehicle

The invention relates to an intermediate plate for supporting a rail for a railway vehicle on a base according to the preamble of claim 1.

Arrangements of the type described above are also referred to in technical language as "rail fixing points". Such rail fixing points are arrangements of components which functionally interact to hold a rail in a defined manner in a certain position on the base at a certain location, i.e. the "point" at which the respective fixing is established on the base supporting the rail.

Component arrangements referred to in this sense as rail fixing points typically comprise at least one guide plate, by means of which the rail to be fixed is guided on at least one of the longitudinal sides of its rail foot, at least one spring element which is directly or indirectly tensioned against the base on which the rail fixing point is established, and tensioning means for tensioning the spring element.

The base that supports the rail and on which the rail fixing point is established may be formed by a sleeper or plate made from wood, synthetic material, concrete or other suitable material.

The spring element of a rail fixing point of the type in question may be an S- or W-shaped "tensioning clip".

The at least one guide plate used at a rail fixing point can be designed such that it has a guide surface on one end side which acts against the assigned longitudinal side of the rail foot to be fixed. On the other side, the guide plate can have a support surface, via which it is supported on a stop formed in the base, such as a shoulder formed from the base material or a component which is mounted separately on the base and which serves as a support stop. A design of such a guide plate is called an "angled guide plate", since on the underside of the guide plate it has an angular projection which engages geometrically into a correspondingly formed recess in the respective base. Alternatively, the guide plate can also be designed as a so-called ribbed plate which extends below the rail to be fixed and has rib-like projections on its upper side, between which the rail is guided on its longitudinal sides.

In order to enable a defined elastic flexibility of the rail in the direction of gravity at a rail fixing point of the type presented here, the rail fixing point can additionally comprise at least one elastic intermediate plate of the type presented here, which is arranged between the rail and the base supporting it. Due to the elastic flexibility of the rail fixing point, a decisive extension of the service life of the rail can be achieved, in particular when fixing to a solid base.

Furthermore, a rail fixing point can have other components, such as additional plates or the like, which can also be arranged between the rail and the base or between a guide plate and the base. Such additional plates can be used, for example, to evenly introduce the loads that occur at the fixing point during transit on the rail onto a larger surface of the base or to ensure optimised wear behaviour.

Numerous examples of known variants of rail fixing points of the type described above can be found at the URL https://www.vossloh.com/en/produkte-und-loesungen/produktfinder/, under the URL https://www.schwihag.com/de/produkte/schienenbefestigung.html and under the URL https://www.pandrol.com as well as, for example, in the "Oberbauhandbuch", 2nd edition, edition 08/2010, published by ThyssenKrupp GFT Gleistechnik GmbH, as well as in numerous other publications in the technical and patent literature.

From GB 2051 187 A an elastic intermediate plate is known for being arranged between a railway rail and the base supporting the rail in each case. This intermediate plate has longitudinal edge regions which are made of a material with greater rigidity than the central part of the plate present between them. The underside of the more rigid longitudinal edge regions is oriented flush with the underside of the central part of the panel. However, the thickness of the longitudinal edge region measured in the vertical direction is less than the thickness of the central region. In the installation situation, in which the rail is not loaded by a railway vehicle, a gap therefore remains between the upper side of the longitudinal edge regions and the underside of the rail foot supported on the more flexible middle of the intermediate plate. When a railway vehicle passes over it, the rail initially sinks in the direction of gravity with comparatively little resistance due to the greater elastic flexibility of the central part of the intermediate plate until it rests on the more rigid longitudinal edge regions. The rail can then be lowered further in a vertical direction. However, due to the greater overall stiffness of the intermediate plate in the overlapping thickness zone of the middle part and the longitudinal edge zones, this is achieved with greater spring resistance than in the thickness zone in which the rail has only been supported by the softer middle part.

This type of two-level support is particularly advantageous if, for example, the rail is loaded not only in the direction of gravity, but also in a horizontal, transverse direction as a result of the dynamic forces that occur when a rail vehicle passes over it. When these combined loads occur, the rail not only sinks in the direction of gravity, but also begins to tilt around its longitudinal axis. The increased stiffness of the longitudinal edge areas counteracts this tilting movement in the so-called intermediate plate, preventing excessive tilting angles.

The design of an intermediate plate known from DE 102004057616 A1 is based on this idea, but in order to simplify production it provides for the intermediate plate itself to be formed as a unit from an elastic material with a defined flexibility. Here too, longitudinal edge regions are provided which are thinner than the central part of the intermediate plate. In order to prevent the rail supported on the intermediate plate from tilting too much under load, according to this prior art, stops are provided in the longitudinal edge region of the intermediate plate which are made of an elastically flexible material which is stiffer than the central region of the plate. The stops can be attached as separate elements to the rail-supporting base, whereby recesses are provided in the longitudinal edge regions of the intermediate plate into which the stops engage, or they can be integrated into the respective longitudinal edge region. However, the thickness of the stops is respectively less than the thickness of the intermediate plate, so that, even in this state of the art, a difference in thickness persists, through which the intermediate plate has greater flexibility than when the rail rests on the stops.

An intermediate plate of this type is known from WO2013/110558A1, EP0295685A1 or US2004/232254A1.

Based on the state of the art explained above, the objective was to create an intermediate plate that could be manufactured in a simplified manner and that had optimized properties in use. In addition, an arrangement was intended to be proposed for fixing a rail of a railway vehicle on a base, with which optimized protection against excessive tilting of the rail could be guaranteed by simple means.

The invention has achieved this objective by means of an elastic intermediate plate having at least the characteristics indicated in claim 1.

The invention has also achieved the above-mentioned objective by means of an arrangement for fixing a rail for a railway vehicle, in which an intermediate plate according to the invention is provided, and in which the at least one longitudinal side section extends in the distance zone provided between the lower side of the foot and the upper side of the projection that is provided to support the rail foot in the event of tilting of the rail.

Advantageous designs of the invention are indicated in the dependent claims and are explained in detail below as is the general idea of the invention.

An intermediate plate according to the invention for supporting a rail for a railway vehicle on a base thus has, according to the prior art explained at the beginning, a laying surface which is assigned to the rail in use, and a support surface which is assigned to the base in use. The intermediate plate is elastically flexible in the direction of its total thickness, measured as the distance between the laying surface and the support surface. At the same time, the intermediate plate has, on at least one of its opposite longitudinal sides, a longitudinal side section which projects laterally from a central section of the intermediate plate and which has a thickness less than the total thickness of the intermediate plate.

According to the invention, the intermediate plate is now formed by at least two superimposed elastic layers, of which the first elastic layer has a first stiffness and the second elastic layer has a second stiffness. According to the invention, the longitudinal side section projecting laterally from the central area of the intermediate plate is formed by a section of the first elastic layer projecting from the respective longitudinal edge of the second elastic layer, while the central area of the intermediate plate is formed together by the second elastic layer and the section of the first elastic layer covered by the second elastic layer.

An arrangement according to the invention for fixing a rail for a railway vehicle on a base comprises an elastic intermediate layer configured according to the invention, which is arranged between the base and the rail, and a stop which is supported on the base and supports the rail in the area of one of the longitudinal sides of its rail foot, when the rail performs a tilting movement about its longitudinal axis, wherein, in the case where a railway vehicle does not pass over the rail, there is a distance between the upper side, assigned to the rail foot, of the stop and the lower side of the rail foot. According to the invention, the longitudinal side section formed by the first elastic layer of the intermediate plate according to the invention is arranged between the upper side of the stop and the lower side of the rail foot.

The distance measured in the vertical direction between the upper side of the respective stop and the lower side of the rail foot in the installed situation, up to which the respective longitudinal side section of a layer of an intermediate plate according to the invention extends, is typically 20% to 50% of the distance also measured in the vertical direction and starting from the base, in which the upper edge of the contact surfaces of the guide plates is located above the base in the installed situation in a rail fixing arrangement according to the invention.

The stops can extend in a known manner over at least the entire length of the contact surface of the guide plate, measured in the longitudinal direction of the rail, or even protrude beyond the contact surface in the longitudinal direction in order to ensure support of the rail over a large area in the event of tilting. If a single stop only extends over a partial length of the contact surface, it is expedient to arrange this stop centrally with respect to the length of the contact surface of the guide plate. It is also conceivable to provide several stops which each extend over a partial length of the contact surface of the guide plates. Advantageously, said stops are arranged at regular intervals along the contact surfaces of the guide plates in order to ensure optimum, uniform support.

Since an elastic intermediate plate according to the invention is composed of two elastic layers, its production is particularly simple. For example, the two layers can be cut-outs of elastic material already known per se for this purpose, which in the simplest case have, for example, a rectangular shape. The first layer is wider by the amount of length by which the first elastic layer must protrude from the second elastic layer in order to form the at least one longitudinal side section of the intermediate plate on one of its longitudinal sides. A longitudinal side of the second layer can then be aligned flush with the longitudinal side of the first layer, with the result that the first layer protrudes from the opposite longitudinal side with the desired longitudinal side section.

If a laterally protruding longitudinal side section is to be present on both longitudinal sides of the intermediate layer according to the invention, the width of the first elastic layer is provided to be correspondingly larger in relation to the width of the second elastic layer.

As a measure of the elastic property of materials suitable for the first and second layers of an intermediate plate according to the invention, the "stiffness" determined in accordance with DIN EN 13146-9 is used here.

In addition to the simplest possible production, the invention offers an equally simple possibility of optimal adaptation of the elastic behaviour of the intermediate plate under load. Thus, the combination according to the invention of a first elastic layer with a stiffness C1 with a second elastic layer with a stiffness C2 results in the stiffness Cges of the region in which the second elastic layer covers the first elastic layer, according to the formula: 1/Cges = 1/C1 1/C2 a Cges = C1 * C2 / (C2 C1). By combining elastic materials that have already proven their worth in the production of elastic intermediate plates, the stiffness of the intermediate plate according to the invention can be adjusted over a wide range.

Suitable materials for the first and second elastic layers of an intermediate plate according to the invention are materials known per se for these purposes. EPDM, such as microcellular EPDM, and polyurethane foams (PUR) are particularly suitable for the layer forming the longitudinal side sections. Such materials can also be used for the second layer of an intermediate plate according to the invention, thermoplastic polyurethane ("TPU"), thermoplastic elastomer ("TPE"), styrene-butadiene rubber ("SBR"), acrylonitrile-butadiene rubber ("NBR"), natural rubber ("NR") or ethylene vinyl acetate ("EVA") materials being also suitable. The stiffnesses C1, C2 of these materials are preferably between 6 kN/mm and 200 kN/mm.

With regard to the stiffnesses C1 and C2 of the two elastic layers of an intermediate plate according to the invention, it has been found to be advantageous if the ratio C2/C1 formed by the stiffness C1 of the first elastic layer and the stiffness C2 of the second elastic layer is applied:

0.25 < C2/C1 < 1

Basically, this includes the possibility that the first elastic layer and the second elastic layer have the same stiffnesses C1 and C2. This can be advantageous if the elastic support of the rail against tilting is to have the same stiffness or flexibility as the elastic support against descent in the direction of gravity.

However, the special advantages of the invention can be exploited in particular by the fact that the first elastic layer of an intermediate plate according to the invention is stiffer than the second elastic layer and can therefore absorb higher loads and distribute them to the more flexible second layer. In this case, the first elastic layer has a stiffness C1 greater than the stiffness C2 of the second elastic layer, so that it is applicable

0.25 < C2/C1 < 1

C2/C1 ratios of less than 0.9 or less than 0.8 being especially practical.

If, for example, when fixing a rail in a curve area, it is desired to enable a defined tilting of the rail while also providing flexibility in the direction of gravity, it may be expedient to arrange the intermediate plate according to the invention on the base by its more elastic layer, so that the rail foot rests on the less elastic layer. The rail can then be lowered and tilted during this until the longitudinal side of the rail foot, which is respectively lower in the tilting direction, comes into contact with the longitudinal side section of the first, more rigid layer, which projects laterally. The rail is now elastically supported against further tilting on the longitudinal side section, so that strong impacts that could permanently damage the rail or the parts of the arrangement assembled for its fixing are avoided.

However, the combination of a first elastic layer forming the at least one longitudinal side section and a second layer having a lower stiffness than the first layer proves to be particularly advantageous when an intermediate plate according to the invention is used in an arrangement according to the invention for fixing a rail. In this case, the stiffness of the first elastic layer can easily be designed so that the rail to be fixed is permanently secured against excessive tilting with sufficient elastic resistance. At the same time, the less rigid, i.e. more flexible, second elastic layer ensures sufficient elastic flexibility in the direction of the force of gravity. In this design of an intermediate plate according to the invention, which is particularly important in practice, the laying surface provided for the rail is thus formed on the outer side of the first elastic layer, which is opposite the second elastic layer, and the laying surface advantageously extends over the longitudinal side section of the intermediate plate in order to achieve a support on the largest possible area of the rail, also in the area of the longitudinal edges of its rail foot.

If an arrangement according to the invention for fixing a rail is to allow the rail to tilt by a certain angle, it has been proven that the thickness of the longitudinal side section is at most 3 mm less than the distance between the upper side, assigned to the rail foot, of the stop and the lower side of the rail foot, when no railway vehicle is passing over the rail, i.e. when the rail is not loaded by a railway vehicle at the rail fixing point formed by the arrangement according to the invention.

The particular advantage of the invention is that, with an intermediate plate according to the invention, it is also possible to completely fill the gap between the upper side of the stop and the lower side of the rail foot with the elastic material of the first layer without any problems. In this way, the rail can continue to tilt about its longitudinal axis in a precisely predetermined angular range. However, the rail foot is permanently elastically supported from the beginning to the end of the tilting movement, i.e. until the block dimension of the longitudinal side section formed by the first elastic layer and compressed by the tilting movement is reached. Sudden tilting movements and sudden impacts of the respective longitudinal side of the rail foot against the stop, which ultimately limits the tilting movement, are thus reliably avoided. The permanent elastic support, also during the tilting movement, also contributes to the rail permanently maintaining its theoretical position at a rail fixing point formed by an arrangement according to the invention, so that changes in the track gauge of the track to which the rail fixed in each case according to the invention belongs, which would otherwise occur in the course of use, are minimised.

The stop which definitively limits the tilting path of the rail in a rail fastening arrangement according to the invention can be positioned as a separate component at a suitable location on a base on which the rail fastening is installed.

It is particularly advantageous with regard to assembly and correct positioning if the stop is formed in a manner known per se on a guide plate belonging to a rail fastening arrangement according to the invention and supported on the base, which has a contact surface assigned to the longitudinal sides of the rail foot, on which the corresponding longitudinal side of the rail foot is guided, and on which the stop is formed on this contact surface.

In principle, it is conceivable to place the individual layers forming an intermediate plate according to the invention loosely on top of each other and to align them accordingly. This possibility of assembling an intermediate plate according to the invention turns out to be particularly economical and practical, since it can be easily produced during the assembly of a rail fastening arrangement according to the invention.

Handling is particularly easy if the elastic layers of an intermediate plate according to the invention are firmly connected to one another. In this case, the intermediate plate according to the invention forms a compact structural unit. The connection of the individual layers of an intermediate plate according to the invention can be achieved by a material connection, which is produced by gluing, vulcanization or comparable known techniques. However, geometric or forced connections are also possible.

As already mentioned, the invention provides that an intermediate plate according to the invention is formed by at least a first and a second elastic layer. This includes the possibility of providing more than two elastic layers to form an intermediate plate according to the invention.

For example, if no material with the desired stiffness is available for the first layer so designated here, it may be expedient to assemble this first elastic layer with its longitudinal side section protruding laterally from the second elastic layer itself from two or more different elastic layers, stacked on top of each other and optionally fixedly connected to one another, in order to achieve the required overall stiffness of the first elastic layer of an intermediate plate according to the invention so designated here.

In the same way, it may also be expedient to compose the second elastic layer of an intermediate plate according to the invention, designated as such here, from two or more elastic layers stacked one on top of the other in order to achieve a certain overall stiffness of the second layer.

The invention will be explained in more detail below with the aid of a drawing which represents an exemplary embodiment. They respectively show schematically:

Figure 1 shows a first arrangement for fixing a rail for a railway vehicle on a base in a section transverse to the longitudinal extent of the rail;

Figure 2 shows a second arrangement for fixing a rail for a railway vehicle on a base in a section transverse to the longitudinal extent of the rail.

The provisions A1, A2 shown respectively in Figures 1 and 2 serve to fix a rail S on a base U which can be formed, for example, by a concrete sleeper shaped and produced in a conventional manner.

The arrangements A1, A2 each comprise two tensioning clamps 1, 2, two guide plates 3, 4 configured in the manner of conventional angle guide plates, two clamping screws 5, 6 provided as tensioning means for tensioning the respective tensioning clamp 1, 2 and each one an elastic intermediate plate 7a, 7b, configured substantially rectangular in plan view from above.

The elastic intermediate plates 7a, 7b ensure a defined elastic flexibility of the rail fixing points formed by the arrangements A1 and A2 in the direction of the gravity force S.

One of the tensioning clips 1, 2, one of the guide plates 3, 4 and one of the tensioning screws 5, 6 are arranged respectively on one of the longitudinal sides L1, L2 of the rail S, while the respective elastic intermediate plate 7a, 7b is arranged between the foot SF of the rail S and the base U. As a result, the rail S rests with the lower side UF of its foot SF on its assigned locating surface 8 of the respective elastic intermediate plate 7a, 7b, which rests with its supporting surface 9 assigned to the base U on the upper side of the base U.

On their front side, assigned to the rail foot SF, the guide plates 3, 4 each have a contact surface 10, 11, in which the rail foot SF is guided with its assigned longitudinal edge respectively. In this way, the transverse forces generated by a rail S during the passage of a railway vehicle, not shown here, oriented transversely to the longitudinal extent of the rail S in the horizontal direction H, are absorbed by the guide plates 3, 4 in a manner known per se and dissipated to the base U.

On the upper side of the guide plates 3, 4, shaped elements are provided in a likewise known manner, not shown here in detail, for guiding the tensioning clamp 1, 2 seated in each case on the guide plate 3, 4. Furthermore, in each of the guide plates 3, 4, a through opening, not shown here, is also formed in the usual manner, which extends from the upper side to the base U and through which the tensioning screw 5, 6 used to tension the respective tensioning clamp 1, 2 is inserted. The tensioning screws 5, 6 are each screwed into a plug inserted in the base U, which is not shown here.

In the arrangement A1, a stop 12, 13 is formed on the contact surface 10, 11 of the guide plates 3, 4, which protrudes beyond the respective contact surface 10, 11 into the space delimited on their respective longitudinal sides by the guide plates 3, 4 and in which the intermediate plate 7a is arranged. On their underside, the stops 12, 13 rest on the upper side of the base U. At the same time, the stops 12, 13 extend over the entire contact surface 10, 11 measured in the longitudinal direction of the rail S.

The height HA of the stops 12, 13 measured in the direction of gravity S (= vertical direction) is less than the height HF of the contact surfaces 10, 11, so that there is a distance A between the upper side 14, assigned to the foot SF of the rail S, of the respective stop 12, 13 and the lower side UF of the foot SF of the rail S. The height HA of the stops 12, 13 occupies, for example, 40 % of the height HF of the contact surfaces 10, 11, so that the distance A is, for example, 60 % of the height HF of the contact surfaces 10, 11.

In the arrangement A1, the elastic intermediate plate 7a consists of two elastic layers 15a, 15b, stacked one on top of the other. The layers 15a, 15b lie loosely on top of one another, since the pressure forces acting on the layers 15a, 15b in the installed state prevent them from moving along their adjacent surfaces. Optionally, the layers 15a, 15b can be permanently connected to one another by a material bond, for example by gluing, in order to form a compact, uniform component that is particularly easy to handle. Both elastic layers 15a, 15b consist of a permanently elastic, fine-pored, compressible microcellular EPDM material, whereby the first elastic layer 15a has a higher static stiffness compared to the second elastic layer 15b, with a stiffness C1 of, for example, 60 kN/mm. In contrast, the second elastic layer 15b has a lower static stiffness than the first elastic layer 15a, with a stiffness C2 of, for example, 40 kN/mm. The stiffness Cges of the intermediate plate 7a in the arrangement A1 is therefore 24 kN/mm in the region where the first elastic layer 15a and the second elastic layer 15b, which is arranged centrally relative to the first elastic layer 15a, overlap each other, while the overall dynamic stiffness Cdyn of the arrangement A1 is, for example, 27 kN/mm to 35 kN/mm, depending on the clamping force exerted by the tensioning clips 1,2.

The placing surface 8 of the elastic intermediate plate 7a is arranged on the free side, opposite the second elastic layer 15b, of the first elastic layer 15a, while the supporting surface 9 of the intermediate plate 7a is formed on the lower side, opposite the first elastic layer 15a, of the second elastic layer 15b.

The length of the first elastic layer 15a and the second elastic layer 15b measured in the longitudinal direction of the rail are equal.

The width B2 of the second elastic layer 15b corresponds to the free width present between the assigned free end surfaces of the stops 12, 13, so that the second elastic layer 15b is guided with its longitudinal sides in the stops 12, 13.

Regardless of the design of the rail fixing arrangement A1 shown here, if the stops 12, 13 extend only over a portion of the length of the respective contact surface 10, 11 of the guide plates 3, 4, it may be advantageous if a recess is formed in a manner known per se on the respective assigned longitudinal side of the second elastic layer 15b, into which the respective stop 12, 13 engages geometrically. In this way, the displacement of the elastic intermediate plate 7a in the longitudinal direction of the rail S can be prevented.

The width B1 of the first elastic layer 15a of the intermediate plate 7a is greater than the width B2 of the second elastic layer 15b and corresponds to the free width existing between the contact surfaces 10, 11 of the guide plates 3, 4. Accordingly, the first elastic layer 15a projects on the longitudinal sides of the intermediate plate 7a respectively with a longitudinal side section 16, 17 beyond the second elastic layer 15b arranged centrally with respect to it.

In the intermediate plate 7a, the thickness D2 of the second elastic layer 15b is greater than the height HA of the stops 12, 13, so that when the arrangement A1 is not loaded by a railway vehicle, there is a gap L of at most 3 mm height between the underside of the longitudinal side sections 16, 17 and the upper side 14 of the stops 12, 13. The thickness D1 of the first elastic layer 15a is therefore smaller than the thickness D2 of the intermediate plate 7a, so that the distance between the underside UF of the rail foot SF and the upper side of the base U is completely filled by the intermediate plate 7a.

Under the load of a railway vehicle passing over the arrangement A1, the rail S is lowered, with the less rigid second elastic layer 15b initially being compressed more strongly until the first elastic layer 15a with the longitudinal side sections 16, 17 comes to rest on the corresponding stop 12, 13. The stiffer first elastic layer 15a is then also compressed, whereby, as a result of the greater rigidity, a greater spring resistance opposes compression. If the rail S is tilted about its longitudinal axis LA, the longitudinal side section 16, 17, which is loaded in the tilting direction, also comes to rest on the corresponding stop 12, 13 after overcoming the gap L, so that the rail is also supported with comparatively high spring resistance during the subsequent tilting movement.

In the arrangement A2, the stops 20, 21 are provided as separate prefabricated components, which are arranged in the free space between the assigned contact surfaces 10, 11 of the guide plates 3, 4, such that they are positioned centrally in relation to the respective contact surface 10, 11 and are in close contact therewith. The height of the stops 20, 21 here corresponds to between 30 and 80%, for example 40%, of the height HF of the contact surfaces 10, 11.

In the arrangement A2, the elastic intermediate plate 7b comprises a first elastic layer 22a, which is formed by two stacked elastic layers 22a', 22a" and a second elastic layer 22b, which is formed monolithically. The layers 22a', 22a" and 22b are respectively composed of an EPDM, PUR or TPU material proven for this purpose. The layer 22a" in particular preferably consists of EPDM material, since this material counteracts tilting of the rail particularly effectively due to the progressive behavior of its stiffness characteristic curve. The uppermost elastic layer 22a' has a higher stiffness than the other two elastic layers 22a" and 22b, for example 60 kN/mm, while the other two elastic layers 22a", 22b have identical stiffnesses of 40 kN/mm. The stiffness C1 of the first elastic layer 22a of the intermediate plate 7b formed from the elastic layers 22a' and 22a" is therefore 24 kN/mm and the stiffness Cges of the intermediate plate 7b is 15 kN/mm.

The second elastic layer 22b of the intermediate plate 7b also fills the free distance between the assigned end faces of the stops 20, 21 in the arrangement A2. At the same time, however, the height of the second elastic layer 22b is limited to the height of the stops 20, 21.

The first elastic layer 22a, which is jointly formed from the elastic layers 22a' and 22a", rests loosely on the second layer 22b or can also be materially bonded to the second elastic layer 22b. The uppermost, stiffer elastic layer 22a' occupies approximately half of the total thickness D22 of the first elastic layer 22a, while the remainder of the total thickness d22 of the first elastic layer 22a is occupied by the elastic layer 22a".

The thus assembled first elastic layer 22a extends between the contact surfaces 10, 11 of the guide plates 3, 4 with each longitudinal side section 23, 24 beyond the longitudinal sides of the second elastic layer 22b arranged centrally relative thereto. The total thickness D22 of the first elastic layer 22a of the intermediate plate 7b corresponds to the distance A between the upper side of the stops 20, 21 and the lower side UF of the rail foot SF, so that the corresponding distance A is completely filled by the longitudinal side sections 23, 24.

As a result of the complete filling of the distance A, the foot SF of the rail S is elastically supported at all times over the entire width of its lower face UF in the area of the arrangement A2. Thus, a tilting movement of the rail S, indicated by a broken line in Figure 2, is opposed by the intermediate layer 7b from the outset by an elastic resistance which on the one hand ensures a smooth and shock-free course of this movement and on the other hand prevents excessive tilting.

In the case of both the intermediate plate 7a and the intermediate plate 7b, the comparatively high stiffness of the elastic layers 15a and 22a' which respectively come into contact with the rail foot SF, ensures that the loads acting on the intermediate plates 7a, 7b during use are evenly distributed over the more flexible elastic layers 15b of the intermediate plate 7a or 22a" and 22b of the intermediate plate 7b, so that excessive loads and premature wear are prevented.

Reference signs

1,2 Tensioning staples

3.4 Guide plates

5.6 Tensioning screws

7a Elastic intermediate plate of arrangement A1

7b Elastic intermediate plate of arrangement A2

8 Placement surface of the respective elastic intermediate plate 7a,7b

9 Support surface of the respective elastic intermediate plate 7a,7b

10,11 Contact surface of guide plates 3,4

12,13 Stops

14 Upper side of the stops 12,13

15a First elastic layer of the intermediate plate 7a

15b Second elastic layer of the intermediate plate 7a

16,17 Longitudinal lateral sections of intermediate plate 7a

20.21 Limits of provision A2

22a First elastic layer of the intermediate plate 7b

22a',22a" Elastic layers forming the first elastic layer 22a

22b Second elastic layer of the intermediate plate 7b

23,24 Longitudinal lateral sections of intermediate plate 7b

A Distance between the upper side 14 of the respective stop 12,13 and the lower side UF of the foot SF of the S rail A1,A2 Arrangements for fixing the S rail on the U base

B1 Width of the first elastic layer 15a

B2 Width of second elastic layer 15b

D1 Thickness of the first elastic layer 15a

D2 Thickness of the second elastic layer 15b

D22 Total thickness of the first elastic layer 22a

H Horizontal direction

HA Height of the stops 12.13

HF Height of contact surfaces 10,11

The Interstice

L1, L2 Longitudinal sides of rail S

THE Longitudinal axis of the S rail

S Lane

SF Foot of rail S

U Base (concrete sleeper)

UF Bottom side of S rail SF foot

Claims (9)

1. Intermediate plate for supporting a rail (S) of a railway vehicle on a base (U), wherein the intermediate plate (7a, 7b) has a laying surface (8) which is assigned to the rail (S) during use, and a support surface (9) which is assigned to the base (U) during use, and wherein the intermediate plate (7a, 7b) is elastically flexible in the direction of its total thickness, measured as the distance between the laying surface (8) and the support surface (9), and wherein the intermediate plate (7a, 7b) has on at least one of its longitudinal sides opposite each other a longitudinal side section (16, 17; 23, 24) which projects laterally with respect to a central section of the intermediate plate (7a, 7b) and which has a thickness (D1) less than the total thickness of the intermediate plate (7a, 7b), and wherein the intermediate plate (7a, 7b) is formed by at least two elastic layers (15a, 15b, 22a, 22b) superimposed, of which the first elastic layer (15a, 22a) has a first stiffness and the second elastic layer (15b, 22b) has a second stiffness, and wherein the longitudinal side section (16, 17; 23, 24) protruding laterally from the central area of the intermediate plate (7a, 7b) is formed by a section of the first elastic layer (15a, 22a), which protrudes from the respective longitudinal edge of the second elastic layer (15b, 22b), while the central area of the intermediate plate (7a, 7b) is formed jointly by the second elastic layer (15b, 22) and the section of the first elastic layer (15a, 22a), which is covered by the second elastic layer (15b, 22b), and wherein the placement surface (8) is formed on the outer side of the first elastic layer (15a, 22a), which is opposite the second elastic layer (15b,22b), characterized in that for the ratio C2/C1 formed from the stiffness C1 of the first elastic layer (l5a,22a) and the stiffness C2 of the second elastic layer (15b,22b) it is applicable: 0.25 < C2/C1 < 1. 2. Intermediate plate according to claim 1, characterized in that the elastic layers (15a, 15b; 22a, 22b) are firmly connected to each other. 3. Intermediate plate according to claim 1, characterized in that the placement surface (8) extends over the longitudinal lateral section (16, 17; 23, 24) of the intermediate plate (7a, 7b). 4. Intermediate plate according to claim 3, characterized because the first elastic layer (15a,22a) has a stiffness C1 that is greater than the stiffness C2 of the second elastic layer (15b,22b). 5. Arrangement for fixing a rail (S) for a railway vehicle on a base (U), comprising an elastic intermediate plate (7a, 7b) arranged between the base (U) and the rail (S), and a stop (12, 13; 20, 21) which is supported on the base (U) and supports the rail (S) in the area of one of the longitudinal sides (L1, L2) of its rail foot (SF), when the rail (S) performs a tilting movement about its longitudinal axis (LA), wherein, in the case where a railway vehicle does not pass over the rail (S), between the upper side, assigned to the rail foot (S), of the stop (12, 13; 20, 21) and the lower side (UF) of the foot (SF) of the rail (S) there is a distance (A), characterized in that the intermediate plate (7a, 7b) is designed according to one of the preceding claims and in that the longitudinal side section (12, 13; 20, 21) is arranged in the area of one of the longitudinal sides (L1, L2) of the rail foot (SF) of the rail (S) and the lower side (UF) of the rail foot (SF) of the rail (S) is arranged in the area of the rail foot (S ... (16,17;23,24) formed by the first elastic layer (15a,22a) is arranged between the upper side of the stop (12,13;20,2l) and the lower side<( u F )>of the foot (SF) of the rail (S). 6. Arrangement according to claim 5, characterized because in the case where no railway vehicle passes on the rail (S), the thickness (D1) of the longitudinal side section (16,17; 23,24) is at most 3 mm less than the distance (A) between the upper side (14), assigned to the foot (SF) of the rail (S), of the stop (12,13;20,21) and the lower side (UF) of the foot<( S f )>of the rail (S). 7. Arrangement according to claim 6, characterized because the longitudinal side section (23,24) completely fills the distance (A) between the upper side (14), assigned to the foot (SF) of the rail (S), of the stop (20,21), and the lower side (UF) of the foot (SF) of the rail (S). 8. Arrangement according to one of claims 5 to 7, characterized in that it comprises a guide plate (3, 4) which is supported on the base (U) and which has a contact surface (10, 11) which is assigned to the longitudinal sides of the foot (SF) of the rail (S) and where the corresponding longitudinal side (L1, L2) of the foot (SF) of the rail (S) is guided, and in that the stop (12, 13) is formed on the contact surface (10, 11). 9. Arrangement according to one of claims 5 to 8, characterised in that the following applies to the dynamic stiffness Cdyn of the rail fastening formed by the arrangement: 15 kN/mm < Cdyn < 45 kN/mm.