Elastic intermediate plate and device for fastening a rail of a rail vehicle

Abstract

The invention relates to an intermediate plate elastically deformable in the direction of its overall thickness (D22) for supporting a rail (S) of a rail vehicle on a base (U), wherein the intermediate plate (7a, 7b) has a longitudinal side section (16, 17; 23, 24) on at least one of its longitudinal sides, which projects laterally with respect to a central section of the intermediate plate (7a, 7b) and has a thickness (D1) which is less than the overall thickness (D22) of the intermediate plate (7a, 7b). In order to simplify the manufacture of such an intermediate plate while at the same time achieving optimum use properties, the intermediate plate (7a, 7b) is formed by at least two mutually superposed elastic layers (15a, 15b; 22a, 22b), wherein the first elastic layer has a first stiffness and the second elastic layer has a second stiffness. At the same time, the longitudinal side sections (16, 17; 23, 24) of the intermediate plate (7a, 7b) are formed by sections of the first elastic layer (15a, 22a) which extend beyond the respective longitudinal edges of the second elastic layer (15b, 22b), and the central region of the intermediate plate (7a, 7b) is formed jointly by the second elastic layer (15b, 22b) and the sections of the first elastic layer (15a, 22a) which are covered by the second elastic layer (15b, 22b).

Description

Technical Field

[0001] The present invention relates to an intermediate plate for supporting the track of a rail vehicle on a base, wherein the intermediate plate has a support surface corresponding to the track in use and a placement surface corresponding to the base in use, wherein the intermediate plate is elastically deformable in the direction of its total thickness measured by the distance between the support surface and the placement surface, and wherein the intermediate plate has a longitudinal side section on at least one of its opposing longitudinal sides, the longitudinal side section laterally projecting relative to the central section of the intermediate plate, and the longitudinal side section having a thickness less than the total thickness of the intermediate plate.

[0002] The present invention also relates to an apparatus for securing a rail of a rail vehicle to a base, wherein the apparatus includes an elastic intermediate layer and a stop, the elastic intermediate layer being disposed between the base and the rail, the stop being supported on the base, and supporting the rail in a region of one longitudinal side of the rail foot when the rail moves about its longitudinal axis, wherein a gap exists between the upper side of the stop corresponding to the rail foot and the lower side of the rail foot when no rail vehicle is passing over the rail. Background Technology

[0003] The aforementioned type of device is also known in technical terms as a "track fixing point". This type of track fixing point is a multi-component device that works together to hold the track in a defined manner at specific locations, namely at "points" on the base that support the track.

[0004] In this sense, the component device referred to as the track fixing point typically includes: at least one guide plate through which the track to be fixed is guided on at least one longitudinal side of its track foot; at least one spring element clamping directly or indirectly toward a base on which the track fixing point is disposed; and a tensioning mechanism for clamping the spring element.

[0005] The base that supports the track and provides track anchor points can be formed from sleepers or slabs made of wood, plastic, concrete or other suitable materials.

[0006] The spring element of the track fixing point of the type described herein can be an S-shaped or W-shaped so-called "tensioning clamp".

[0007] At least one guide plate installed at the track fixing point can be designed such that it has a guide surface on one end side that acts toward the corresponding longitudinal side of the foot of the track to be fixed. Conversely, the guide plate may have a support surface on its other side, by which the guide plate is supported on a stop formed on the base, for example, on a shoulder formed of the base material or on a separate component mounted on the base that serves as a support stop. One design of such a guide plate is called an "angular guide plate" because it has angular protrusions on the bottom surface of the guide plate that fit into corresponding shaped recesses in the corresponding base. Alternatively, the guide plate can also be designed as a so-called rib plate, which extends below the track to be fixed and carries rib-like protrusions on its upper side, the track being guided between the protrusions on its longitudinal side.

[0008] To achieve defined elastic deformability of the track along the direction of gravity in track anchors of the type described herein, the track anchor may additionally include at least one elastic intermediate plate of the type proposed herein, disposed between the track and the base supporting the track. The elastic deformability of the individual track anchors, particularly when fixed to a rigid base, allows for a significant extension of the track's service life.

[0009] In addition, the track anchor point may have other components, such as additional plates or the like, which may also be disposed between the track and the base or between the guide plate and the base. Such additional plates may be used, for example, to uniformly and over a large area transfer the load that occurs at the anchor point when the track passes through to the base, or to ensure optimized wear characteristics.

[0010] Many instances of known variations of the above-mentioned type of track anchor point can be found in the URL. https: / / www.vossloh.com / de / produkte-und-loesungen / produktfi nder / In the URL https: / / www.schwihag.com / de / produkte / schienenbefest igung.html and URL See https: / / www.pandrol.com, as well as in publications such as "Oberbauhandbuch (Superstructure Manual)" published by ThyssenKrupp GFT Gleistechnik GmbH, 2nd edition, 08 / 2010, and numerous other published documents in professional and patent literature.

[0011] A resilient intermediate plate is known from GB 2 051 187 A, which is arranged between a railway track and a base supporting the track. Here, the intermediate plate has longitudinal edge regions made of a material with higher rigidity than the central portion of the plate located between these longitudinal edge regions. The lower sides of the more rigid longitudinal edge regions are oriented flush with the lower sides of the central portion of the plate. However, the thickness of the longitudinal edge regions, measured vertically, is less than the thickness of the central region. Therefore, in the installation state where the track is not loaded by a rail vehicle, an air gap exists between the upper sides of the longitudinal edge regions and the lower sides of the track feet supported by the more deformable mechanism of the intermediate plate. When a rail vehicle passes, the track initially sinks with relatively little resistance along the direction of gravity due to the greater elastic deformability of the central portion of the intermediate plate, until it is positioned on the more rigid longitudinal edge regions. Then, the track can continue to sink vertically. However, due to the higher overall rigidity of the intermediate plate in the overlapping thickness region of the middle section and longitudinal edge region, the sinking proceeds with higher elastic resistance compared to the track being supported only by the softer middle section in the thickness region.

[0012] This two-stage support proves particularly advantageous when the track is loaded, for example, by dynamic forces generated when a rail vehicle passes, not only in the direction of gravity but also in the horizontal direction oriented laterally to it. With such a combined load, the track not only descends in the direction of gravity but also begins to tilt about its longitudinal axis. In known intermediate plates, the increased rigidity of the longitudinal edge regions acts as a reaction force to resist this tilting motion, thereby preventing excessive tilting angles.

[0013] The known construction of the intermediate plate from DE 10 2004 057 616 A1 is based on this concept; however, for the sake of simplified manufacturing, the intermediate plate itself is uniformly formed from an elastic material with defined deformability. Here, longitudinal edge regions are also provided, having a thickness smaller than the central portion of the intermediate plate. However, to avoid excessive tilting of the track supported on the intermediate plate under load, according to this prior art, stops are provided in the longitudinal edge regions of the intermediate plate, these stops being made of an elastically deformable material but with higher stiffness than the central region of the plate. The stops can be mounted as separate elements on the base supporting the track, with grooves provided in the longitudinal edge regions of the intermediate plate into which the stops engage, or the stops can be integrated into the respective longitudinal edge regions. However, the thickness of the stops is smaller than the thickness of the intermediate plate, thus retaining a thickness difference in this prior art, through which the intermediate plate has greater deformability than when the track is placed on the stops. Summary of the Invention

[0014] Based on the above-mentioned prior art, the object of the present invention is to provide an intermediate plate that can be further simplified in manufacturing and has optimized usage characteristics.

[0015] Similarly, a device for securing the rails of a rail vehicle to a base should be proposed, wherein optimized protection is ensured by means of a simple mechanism to prevent excessive tilting of the rails.

[0016] The present invention achieves this objective by means of an elastic intermediate plate having at least the features described in claim 1.

[0017] Similarly, the present invention achieves the above objective by means of a device for fixing the track of a rail vehicle, wherein an intermediate plate according to the invention is provided, wherein at least one longitudinal side section extends in a spaced region between the lower side of the foot and the upper side of the protrusion, the protrusion being provided for supporting the track foot in the event of track tilting.

[0018] Advantageous embodiments of the invention are given in the dependent claims and are described in detail below as the general inventive concept.

[0019] Therefore, the intermediate plate according to the invention for supporting the track of a rail vehicle on a base, consistent with the prior art described at the beginning, has a support surface corresponding to the track in use and a placement surface corresponding to the base in use. Here, the intermediate plate is elastically deformable in the direction of its total thickness measured as the distance between the support surface and the placement surface. Simultaneously, the intermediate plate has a longitudinal side section on at least one of its opposing longitudinal sides, said longitudinal side section laterally projecting relative to the central section of the intermediate plate and having a thickness less than the total thickness of the intermediate plate.

[0020] According to the invention, the intermediate plate is formed by at least two mutually stacked elastic layers, wherein the first elastic layer has a first stiffness and the second elastic layer has a second stiffness. A longitudinally projecting side section from the central region of the intermediate plate is formed according to the invention by a section of the first elastic layer extending beyond the corresponding longitudinal edge of the second elastic layer, while the central region of the intermediate plate is jointly formed by the second elastic layer and a section of the first elastic layer covered by the second elastic layer.

[0021] The device for securing a rail of a rail vehicle to a base according to the invention includes an elastic intermediate layer and a stop constructed according to the invention. The elastic intermediate layer is disposed between the base and the rail, and the stop is supported on the base. When the rail moves at an angle about its longitudinal axis, the stop supports the rail in a region of one of the longitudinal side surfaces of the rail foot, wherein, when no rail vehicle is passing over the rail, there is a gap between the upper side of the stop corresponding to the rail foot and the lower side of the rail foot. Here, according to the invention, a longitudinal side section formed by a first elastic layer of the intermediate plate according to the invention is disposed between the upper side of the stop and the lower side of the rail foot.

[0022] In the installed state, the vertical distance between the upper side of the corresponding stop and the lower side of the track foot (the corresponding longitudinal side section of a layer of the intermediate plate according to the invention is inserted into this distance) is typically 20% to 50% of the vertical distance measured from the base in the track fixing device according to the invention, with the upper edge of the guide plate's contact surface positioned above the base at this distance.

[0023] The stops can extend at least along the entire length of the guide plate's contact surface measured in the longitudinal direction of the track, or even extend beyond the contact surface in the longitudinal direction, in a known manner to ensure large-area support of the track when tilted. Where a single stop extends only a portion of the contact surface, it is advantageous to center the stop relative to the length of the guide plate's contact surface. It is also conceivable to provide multiple stops, each extending a portion of the guide plate's contact surface. Advantageously, these stops are arranged regularly at equal intervals along the guide plate's contact surface to ensure optimal uniform support.

[0024] The manufacture of the elastic intermediate plate, which comprises two elastic layers according to the present invention, is particularly simple. Therefore, these two layers can be cut pieces of elastic materials known for this purpose, which in their simplest case have, for example, a rectangular shape. Here, the first layer is wider than the length by which the first elastic layer should extend beyond the second elastic layer on one longitudinal side of the intermediate plate to form at least one longitudinal side section of the intermediate plate. The second layer can then be oriented with one of its longitudinal sides flush with the longitudinal side of the first layer, resulting in the first layer extending beyond the opposing longitudinal side with the desired longitudinal side section.

[0025] In the case where there are laterally protruding longitudinal side sections on both longitudinal sides of the intermediate layer according to the invention, the width of the first elastic layer is correspondingly set to be larger than the width of the second elastic layer.

[0026] Here, “stiffness” as defined in DIN EN 13146-9 will be considered as a measure of the elastic properties of the materials of the first and second layers of the intermediate plate according to the invention.

[0027] Beyond its conceivably simple manufacturing process, the present invention offers the equally simple possibility of achieving optimal matching of the elastic properties of the intermediate plate under load. Therefore, by combining a first elastic layer having stiffness C1 with a second elastic layer having stiffness C2 according to the present invention, a stiffness Cges is obtained in the region where the second elastic layer covers the first elastic layer. Cges = C1 × C2 / (C2 + C1) is obtained according to the formula 1 / Cges = 1 / C1 + 1 / C2. Through the combination of elastic materials that have themselves proven suitable for manufacturing elastic intermediate plates, the stiffness of the intermediate plate according to the present invention can thus be set over a wide range.

[0028] Suitable materials for the first and second elastic layers of the intermediate plate according to the invention are those known per se for this purpose. In particular, EPDM, such as microporous EPDM and polyurethane foam (PUR), are suitable for forming layers in the longitudinal side sections. For the second layer of the intermediate plate according to the invention, similar materials can be used, including thermoplastic polyurethane (TPU), thermoplastic elastomer (TPE), styrene-butadiene rubber (SBR), acrylonitrile-butadiene rubber (NBR), natural rubber (NR), or ethylene-vinyl acetate (EVA). Here, the stiffness C1, C2 of these materials is preferably in the range of 6 kN / mm to 200 kN / mm.

[0029] Regarding the stiffnesses C1 and C2 of the two elastic layers of the intermediate plate according to the invention, it has proven particularly advantageous that the ratio of C2 / C1, formed by the stiffness C1 of the first elastic layer and the stiffness C2 of the second elastic layer, satisfies:

[0030] 0.25≤C2 / C1≤1

[0031] In principle, this includes the possibility that the first and second elastic layers have the same stiffness C1 and C2. This can be advantageous if the elastic supports that resist tilting of the track have the same stiffness or deformability as the elastic supports that resist sinking along the direction of gravity.

[0032] However, a particular advantage of the invention can be utilized especially in this manner, namely, by making the first elastic layer of the intermediate plate according to the invention more stiff than the second elastic layer, and thus absorbing a higher load and distributing it to the more deformable second layer. Therefore, in this case, the first elastic layer has a stiffness C1 greater than the stiffness C2 of the second elastic layer, thereby satisfying…

[0033] 0.25≤C2 / C1<1,

[0034] The ratio of C2 / C1 being less than 0.9 or less than 0.8 is particularly consistent with the actual situation.

[0035] If, for example, a defined tilt is to be achieved when the track is simultaneously deformable in the direction of gravity while fixed in a curved region, it is advantageous to arrange the intermediate plate according to the invention on the base with its more elastic layer, so that the track feet are located on the less elastic layer. The track can then sink and tilt here until the lower longitudinal sides of the track feet, along the tilt direction, contact the laterally projecting longitudinal side sections of the more rigid first layer. The track is now elastically supported on the longitudinal side sections to prevent further tilting, thereby avoiding hard impacts that could, over time, damage the track or components of the device for its fixation.

[0036] However, it proves particularly advantageous to combine a first elastic layer forming at least one longitudinal side section with a second layer having less stiffness relative to the first layer when using the intermediate plate according to the invention in the device for fixing a track. In this case, the stiffness of the first elastic layer can be designed without problems such that the track to be fixed is durable and ensures that excessive tilting is prevented with sufficient elastic resistance. At the same time, this ensures that the less stiff, i.e., more deformable, second elastic layer has sufficient elasticity in the direction of gravity. In this embodiment of the intermediate plate according to the invention, which is particularly important for practice, the support surface for the track is thus constructed on the outer side of the first elastic layer opposite to the second elastic layer, wherein the support surface advantageously extends on the longitudinal side section of the intermediate plate so as to achieve support for the track over the largest possible area also in the region of the longitudinal edge of the track foot.

[0037] If the device for fixing a track according to the invention is to allow the track to tilt at a certain angle, it proves advantageous that the thickness of the longitudinal side section is at most 3 mm smaller than the distance between the upper side of the stop corresponding to the foot of the track and the lower side of the foot of the track when the track is not driven over by a rail vehicle, that is, when the track is not loaded by a rail vehicle at the track fixing point formed by the device according to the invention.

[0038] A particular advantage of this invention is that, in the intermediate plate according to the invention, the gap between the upper side of the stop and the lower side of the track foot can be completely filled without any problems with the elastic material of the first layer. In this way, although the track can still tilt within a precisely predetermined angular range about its longitudinal axis, the track foot is elastically supported from the beginning to the end of the tilting movement, that is, until the blocking size of the longitudinal side section compressed by the tilting movement, formed by the first elastic layer, is reached. This reliably prevents sudden tilting movements of the longitudinal sides of the track foot and hard stops at the stops that ultimately limit the tilting movement. Furthermore, during tilting movements, the continuous elastic support helps to permanently maintain the track's rated position at the track fixing point formed by the device of the invention, thereby minimizing changes in the gauge of the rail to which the track, fixed according to the invention, would otherwise occur during use.

[0039] In the track fixing device according to the invention, the stop that ultimately limits the tilting travel of the track can be positioned as a separate component on a suitable location on the base, on which the track is fixed.

[0040] Particularly advantageous in terms of installation and proper positioning is that the stop is constructed in a manner known per se on a guide plate supported on a base, belonging to the track fixing device according to the invention, the guide plate having an abutment surface corresponding to the longitudinal side of the track foot, on which the relevant longitudinal side of the track foot is guided, and wherein the stop is constructed on the abutment surface.

[0041] In principle, it is conceivable that the various layers forming the intermediate plate according to the invention are loosely stacked on top of each other and oriented in a suitable manner. This possibility of assembling the intermediate plate according to the invention has proven to be particularly cost-effective and practical, as it can be easily manufactured when installing the device for track fixing according to the invention.

[0042] When the elastic layers of the intermediate plate according to the invention are fixedly connected to each other, a particularly simple operation can be achieved. In this case, the intermediate plate according to the invention forms a compact structural unit. The connection of the various layers of the intermediate plate according to the invention can be achieved by material fitting, which is produced by bonding, vulcanization or similar known techniques. However, form-fit or force-fit connections are also possible.

[0043] As already mentioned, the present invention specifies that the intermediate plate according to the invention shall be formed of at least one first elastic layer and one second elastic layer. This includes the possibility of providing more than two elastic layers to form the intermediate plate according to the invention.

[0044] Therefore, for example, if no material with the desired stiffness is available for the first layer referred to herein, it is advantageous that the first elastic layer, together with its longitudinal side sections that laterally protrude beyond the second elastic layer, itself consists of two or more different elastic layers stacked on top of each other and optionally fixedly connected to each other, in order to achieve the total stiffness required by the first elastic layer of the intermediate plate according to the invention.

[0045] Similarly, the second elastic layer, referred to herein, of the intermediate plate according to the invention can also advantageously consist of two or more elastic layers stacked on top of each other in order to achieve a particular overall stiffness of the second layer. Attached Figure Description

[0046] The invention will be further described below with reference to the accompanying drawings, which illustrate embodiments. The drawings show...

[0047] It is shown intentionally:

[0048] Figure 1 A first device for securing the rails of a rail vehicle to a base is shown in a cross section extending transversely to the longitudinal direction of the rails.

[0049] Figure 2 A second device for securing the rails of a rail vehicle to a base is shown in a cross-section extending transversely to the longitudinal direction of the rails. Detailed Implementation

[0050] exist Figure 1 and Figure 2 The devices A1 and A2 shown are used to fix the rail S to the base U, which can be constructed, for example, from conventionally formed and manufactured concrete sleepers.

[0051] Devices A1 and A2 respectively include two tensioning clamps 1 and 2, two guide plates 3 and 4 constructed in the manner of conventional angular guide plates, two tensioning screws 5 and 6 configured as tensioning mechanisms for tensioning the corresponding tensioning clamps 1 and 2, and one elastic intermediate plate 7a and 7b each having a substantially rectangular construction in top view.

[0052] The elastic intermediate plates 7a and 7b ensure the elastic deformability defined by the track fixing point formed by devices A1 and A2 along the direction of gravity S.

[0053] One of the tensioning clamps 1 and 2, one of the guide plates 3 and 4, and one of the tensioning screws 5 and 6 are respectively arranged on one of the longitudinal sides L1 and L2 of the track S, while the corresponding elastic intermediate plates 7a and 7b are arranged between the foot SF of the track S and the base U. The track S is placed on the corresponding support surface 8 of the elastic intermediate plates 7a and 7b with the lower side UF of the foot SF, and the intermediate plates 7a and 7b are placed on the upper side of the base U with the placement surface 9 corresponding to the base U.

[0054] Guide plates 3 and 4 have abutment surfaces 10 and 11 on their front sides corresponding to the track feet SF, respectively, on which the track feet SF are guided by their respective longitudinal edges. When a rail vehicle (not shown) passes by, the lateral force generated by the track S, which extends transversely to the longitudinal direction of the track S and is oriented in the horizontal direction H, is thus received by the guide plates 3 and 4 in a manner known per se and guided into the base U.

[0055] On the upper side of guide plates 3 and 4, shaped elements (not shown in detail here) are provided in the same known manner for guiding tensioning clamps 1 and 2 respectively disposed on guide plates 3 and 4. Also in a conventional manner, each guide plate 3 and 4 has a through hole (not shown here) extending from the upper side to the base U, through which tensioning screws 5 and 6 for tensioning the corresponding tensioning clamps 1 and 2 pass. The tensioning screws 5 and 6 are screwed into a tenon (not shown here) inserted into the base U.

[0056] In device A1, stops 12 and 13 are respectively formed on the abutment surfaces 10 and 11 of guide plates 3 and 4. These stops protrude from their respective abutment surfaces 10 and 11 into spaces defined by the longitudinal sides of guide plates 3 and 4, in which intermediate plate 7a is arranged. Stops 12 and 13 are positioned on the upper side of the base U via their lower sides. Furthermore, stops 12 and 13 extend along the entire length of the abutment surfaces 10 and 11 measured longitudinally along the track S.

[0057] The height HA of stops 12 and 13 measured along the direction of gravity S (=vertical direction) is less than the height HF of the contact surfaces 10 and 11, thus a gap A exists between the upper side 14 of the foot SF of the corresponding stops 12 and 13 corresponding to the track S and the lower side UF of the foot SF of the track S. The height HA of stops 12 and 13 is, for example, 40% of the height HF of contact surfaces 10 and 11, thus the gap A is, for example, 60% of the height HF of contact surfaces 10 and 11.

[0058] In device A1, the elastic intermediate plate 7a consists of two elastic layers 15a and 15b, which are stacked on top of each other. Layers 15a and 15b can be loosely stacked because the pressure acting on them in the installed state prevents movement along their mating surfaces. Alternatively, layers 15a and 15b can be permanently connected to each other by a material-fitting connection, such as by adhesive bonding, to form a compact, uniform, and particularly easy-to-operate component. The two elastic layers 15a and 15b are made of a durable, elastic, compressible, fine-pore, microporous EPDM material, wherein the first elastic layer 15a has a higher static stiffness than the second elastic layer 15b, for example, a stiffness C1 of 60 kN / mm. On the other hand, the second elastic layer 15b has a lower static stiffness than the first elastic layer 15a, for example, a stiffness C2 of 40 kN / mm. Therefore, in device A1, in the region where the first elastic layer 15a and the second elastic layer 15b, which is centrally arranged relative to the first elastic layer 15a, overlap each other, the stiffness Cges of the intermediate plate 7a is 24 kN / mm, while the dynamic total stiffness Cdyn of device A1 depends on the clamping force applied by the tensioning clamps 1 and 2, for example, from 27 kN / mm to 35 kN / mm.

[0059] The support surface 8 of the elastic intermediate plate 7a is disposed on the free side of the first elastic layer 15a away from the second elastic layer 15b, while the placement surface 9 of the intermediate plate 7a is constructed on the lower side of the second elastic layer 15b away from the first elastic layer 15a.

[0060] The first elastic layer 15a and the second elastic layer 15b have the same length when measured in the longitudinal direction of the track.

[0061] The width B2 of the second elastic layer 15b is equivalent to the net width between the corresponding free end faces of the stops 12 and 13, such that the second elastic layer 15b is guided on the stops 12 and 13 on its longitudinal side surface.

[0062] Unlike other embodiments of the track fixing device A1 shown herein, where the stops 12 and 13 extend only a portion of the length of the corresponding abutment surfaces 10 and 11 of the guide plates 3 and 4, it is advantageous that recesses are formed in the corresponding longitudinal sides of the second elastic layer 15b in a manner known per se, into which the corresponding stops 12 and 13 form-fittingly fit. This prevents movement of the elastic intermediate plate 7a in the longitudinal direction of the track S.

[0063] 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 is equivalent to the net width between the abutting surfaces 10 and 11 of the guide plates 3 and 4. Therefore, the first elastic layer 15a protrudes from the second elastic layer 15b, which is arranged centrally on the longitudinal side surface of the intermediate plate 7a, with a longitudinal side section 16 and 17 respectively.

[0064] In the intermediate plate 7a, the thickness D2 of the second elastic layer 15b is greater than the height HA of the stops 12 and 13, such that in the device A1 not loaded by the rail vehicle, there is an air gap L with a height of up to 3 mm between the lower side of the longitudinal side sections 16 and 17 and the upper side 14 of the stops 12 and 13. Correspondingly, the thickness D1 of the first elastic layer 15a is less than the thickness D2 of the intermediate plate 7a, so that the gap between the lower side UF of the track foot SF and the upper side of the base U is completely filled by the intermediate plate 7a.

[0065] Under the load of the rail vehicle passing over device A1, track S sinks. Initially, the less rigid second elastic layer 15b is strongly compressed until the first elastic layer 15a rests on its corresponding stops 12 and 13 via longitudinal side sections 16 and 17. Subsequently, the more rigid first elastic layer 15a is also compressed, where its higher rigidity results in greater elastic resistance. When track S tilts around its longitudinal axis LA, the longitudinal side sections 16 and 17, respectively loaded in the tilting direction, also rest on their corresponding stops 12 and 13 after overcoming the air gap L, thus supporting the track with relatively high elastic resistance during further tilting movements.

[0066] In device A2, stops 20 and 21 are configured as separately prefabricated components, arranged in the free space between the corresponding abutment surfaces 10 and 11 of guide plates 3 and 4, i.e., they are centrally positioned with respect to the respective abutment surfaces 10 and 11 and closely abut against them. The height of stops 20 and 21 is here equivalent to 30-80%, for example 40%, of the height HF of abutment surfaces 10 and 11.

[0067] In device A2, the elastic intermediate plate 7b includes a first elastic layer 22a formed by two elastic layers 22a' and 22a'" stacked on top of each other, and a second elastic layer 22b integrally formed. Layers 22a', 22a'", and 22b are also made of EPDM, PUR, or TPU materials, which have proven effective for this purpose. Layer 22a' is preferably made of EPDM material, as this material is particularly effective at resisting track tilting due to the progressive stiffness curve characteristic of its material. The uppermost elastic layer 22a' has a higher stiffness, for example, 60 kN / mm, relative to the other two elastic layers 22a'" and 22b, while the other two elastic layers 22a'" and 22b have the same stiffness of 40 kN / mm. Therefore, the stiffness C1 of the first elastic layer 22a formed by the elastic layers 22a' and 22a'" of the intermediate plate 7b is 24 kN / mm, and the stiffness Cges of the intermediate plate 7b is 15 kN / mm.

[0068] The second elastic layer 22b of the intermediate plate 7b also fills the net width between the corresponding end faces of the stops 20 and 21 in device A2. However, at the same time, the height of the second elastic layer 22b is limited to the height of the stops 20 and 21.

[0069] The first elastic layer 22a, formed by the elastic layers 22a' and 22a" together, is loosely placed on the second layer 22b, or it may be connected to the second elastic layer 22b by material fit. Here, the uppermost elastic layer 22a' with greater stiffness occupies about half of the total thickness D22 of the first elastic layer 22a, while the remaining part of the total thickness D22 of the first elastic layer 22a is occupied by the elastic layer 22a"

[0070] The first elastic layer 22a, thus formed, extends beyond the longitudinal side of the second elastic layer 22b, which is centrally located, between the abutting surfaces 10 and 11 of the guide plates 3 and 4, respectively, via longitudinal side sections 23 and 24. Here, 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 and 21 and the lower side UF of the track foot SF, and thus the corresponding distance A is completely filled by the longitudinal side sections 23 and 24.

[0071] Because the gap A is completely filled, the foot SF of the track S is elastically supported across the entire width of its underside UF at all times within the region of device A2. Therefore, the intermediate layer 7b provides resistance from the outset... Figure 2 The elastic resistance of the inclined motion of track S, shown by the dashed line, ensures a smooth, shock-free curve of motion and prevents excessive tilting.

[0072] Here, the relatively high stiffness of the elastic layers 15a or 22a' that are respectively attached to the track foot SF in both intermediate plate 7a and intermediate plate 7b ensures that the load acting on intermediate plates 7a and 7b during use is evenly distributed to the more deformable elastic layer 15b of intermediate plate 7a or the elastic layers 22a" and 22b of intermediate plate 7b, thereby preventing overload and premature wear.

[0073] Explanation of reference numerals in the attached figures

[0074] 1, 2 tight clamps

[0075] 3, 4 guide plates

[0076] 5 and 6 tension screws

[0077] 7a The elastic intermediate plate of device A1

[0078] 7b The elastic intermediate plate of device A2

[0079] 8. Support surfaces of each elastic intermediate plate 7a and 7b

[0080] 9. Placement surfaces of each flexible intermediate plate 7a and 7b

[0081] 10, 11 The contact surfaces of guide plates 3 and 4

[0082] Stops at 12 and 13

[0083] 14. Stops above 12 and 13

[0084] 15a Intermediate Plate 7a First Elastic Layer

[0085] 15b Second elastic layer of intermediate plate 7a

[0086] 16, 17 Longitudinal side sections of intermediate plate 7a

[0087] Stops of device A2 (20, 21)

[0088] 22a The first elastic layer of the intermediate plate 7b

[0089] 22a' and 22a" form the elastic layer of the first elastic layer 22a.

[0090] 22b Intermediate Plate 7b Second Elastic Layer

[0091] 23, 24 Longitudinal side sections of intermediate plate 7b

[0092] A. The upper side 14 of each stop 12, 13 and the foot SF of track S.

[0093] Spacing between lower UF

[0094] A1 and A2 are devices for fixing the track S to the base U.

[0095] B1 Width of the first elastic layer 15a

[0096] B2 Width of the second elastic layer 15b

[0097] D1 Thickness of the first elastic layer 15a

[0098] D2 Thickness of the second elastic layer 15b

[0099] D22 Total thickness of the first elastic layer 22a

[0100] H horizontal direction

[0101] HA stops at heights of 12 and 13.

[0102] HF abutment height 10, 11

[0103] L air gap

[0104] Longitudinal side of track S, L1 and L2

[0105] The longitudinal axis of LA track S

[0106] S orbit

[0107] Foot of SF orbit S

[0108] U-shaped base (concrete sleeper)

[0109] UF track S foot SF underside

Claims

1. An intermediate plate for supporting the track (S) of a rail vehicle on a base (U), wherein, The intermediate plates (7a, 7b) have a support surface (8) and a placement surface (9), the support surface corresponding to the track (S) in use, and the placement surface corresponding to the base (U) in use, wherein the intermediate plates (7a, 7b) are elastically deformable in the direction of their total thickness as measured by the distance between the support surface (8) and the placement surface (9), and wherein the intermediate plates (7a, 7b) have longitudinal side sections (16, 17; 23, 24) on at least one of their opposing longitudinal sides, the longitudinal side sections laterally projecting relative to the central region of the intermediate plates (7a, 7b), and the longitudinal side sections having a thickness (D1) less than the total thickness of the intermediate plates (7a, 7b), characterized in that the intermediate plates (7a, 7b) are formed by at least two mutually stacked elastic layers (15a, 15b; 22a, 22b). b) is formed in which the first elastic layer (15a, 22a) has a first stiffness and the second elastic layer (15b, 22b) has a second stiffness, and the longitudinal side sections (16, 17; 23, 24) that laterally protrude from the central region of the intermediate plate (7a, 7b) are formed by the sections of the first elastic layer (15a, 22a) that extend beyond the corresponding longitudinal edges 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 sections of the first elastic layer (15a, 22a) covered by the second elastic layer (15b, 22b), and the ratio C2 / C1 formed by the stiffness C1 of the first elastic layer (15a, 22a) and the stiffness C2 of the second elastic layer (15b, 22b) satisfies: 0.25 ≤ C2 / C1 ≤ 1.

2. The intermediate plate according to claim 1, characterized in that, The elastic layers (15a, 15b; 22a, 22b) are fixedly connected to each other.

3. The intermediate plate according to any one of the preceding claims, characterized in that, The first elastic layer (15a, 22a) has a higher stiffness than the second elastic layer (15b, 22b).

4. The intermediate plate according to claim 1, characterized in that, The support surface (8) extends on the longitudinal side sections (16, 17; 23, 24) of the intermediate plate (7a, 7b).

5. The intermediate plate according to claim 4, characterized in that, The first elastic layer (15a, 22a) has a stiffness C1 that is greater than the stiffness C2 of the second elastic layer (15b, 22b).

6. A device for securing a rail (S) of a rail vehicle to a base (U), the device comprising a resilient intermediate plate (7a, 7b) and stops (12, 13; 20, 21), the intermediate plate being disposed between the base (U) and the rail (S), the stops being supported on the base (U), and supporting the rail in a region of one longitudinal side (L1, L2) of the rail foot (SF) of the rail (S) when the rail (S) is tilted about its longitudinal axis (LA), wherein, when no rail vehicle passes over the rail (S), there is a gap (A) between the upper side of the stops (12, 13; 20, 21) corresponding to the foot of the rail (S) and the lower side (UF) of the foot (SF) of the rail (S), characterized in that, The intermediate plate (7a, 7b) is constructed according to any one of the preceding claims, and the longitudinal side sections (16, 17; 23, 24) formed by the first elastic layer (15a, 22a) are arranged between the upper side of the stop (12, 13; 20, 21) and the lower side (UF) of the foot (SF) of the track (S).

7. The apparatus according to claim 6, characterized in that, When the track (S) is not being driven over by a rail vehicle, the thickness (D1) of the longitudinal side section (16, 17; 23, 24) is at most 3 mm smaller than the distance (A) between the upper side (14) of the stop (12, 13; 20, 21) corresponding to the foot (SF) of the track (S) and the lower side (UF) of the foot (SF) of the track (S).

8. The apparatus according to claim 7, characterized in that, The longitudinal side sections (23, 24) completely fill the gap (A) between the upper side (14) of the foot (SF) of the stop (20, 21) corresponding to the track (S) and the lower side (UF) of the foot (SF) of the track (S).

9. The apparatus according to any one of claims 6 to 8, characterized in that, The device includes guide plates (3, 4) supported on the base (U), the guide plates having abutment surfaces (10, 11) corresponding to the longitudinal sides of the foot (SF) of the track (S), the abutment surfaces guiding the relevant longitudinal sides (L1, L2) of the foot (SF) of the track (S), and the stops (12, 13) being constructed on the abutment surfaces (10, 11).

10. The apparatus according to claim 6, characterized in that, The dynamic stiffness Cdyn, which is fixed by the track formed by this device, satisfies: 15 kN / mm < Cdyn < 45 kN / mm.

Images