Tie for a railroad track and railroad track comprising such a tie

Abstract

The invention relates to a tie (10) for a railroad track, defining a longitudinal direction intended to extend between two rails, and a transverse direction orthogonal to the longitudinal direction, comprising: - a lower portion (12) made of a first material, forming a main portion; - an upper portion (14) made of a second material, wherein the second material is impermeable and rot-proof, and has compressive strength properties greater than those of the first material, the upper portion (14) covering the entire lower portion (12); and - connection means between the lower portion (12) and the upper portion (14).

Description

Railway sleeper and railway track comprising such a sleeper Technical field

[0001] The present invention relates to a railway sleeper and a railway track equipped with such sleepers. Railways are train traffic routes allowing the transport of passengers and / or goods. They represent around 200,000 kilometers in Europe.

[0002] Railway sleepers are pieces laid across the railway track, under the rails, which serve as rolling support for the wheels of the vehicles making up the trains. Sleepers are essential parts of the railway, as they allow the gauge and inclination of the rails to be kept constant, but also to transmit the loads of the vehicles running on the rails to the ballast. Their size and properties must allow the load that the rails receive from the axles to be distributed over a sufficient area of ​​ballast so as not to exceed a certain unit load.

[0003] To fulfill these functions in a viable manner, sleepers must meet mechanical criteria and also withstand bad weather for a maximum lifespan. It is also understood that these sleepers represent a significant quantity of raw material and large-scale installation and maintenance projects. Indeed, the number of sleepers per kilometer of railway can vary depending on the country and the type of sleeper, but it is around 1,500 sleepers per kilometer of railway, which quickly represents a very large number of sleepers on a single railway line. State of the art

[0004] There are mainly wooden sleepers or concrete sleepers, each with its advantages and disadvantages.

[0005] Wooden sleepers have been widely used since the beginning of railways and still represent a large proportion of sleepers in use today in the world. They benefit from good mechanical resistance to load, particularly in traction, and their elasticity gives them good flexural properties, which allows good vibration damping. Also, their structure prevents noise from reverberating. In addition, their relatively light weight does not require large foundations, and facilitates their installation. However, their lifespan is limited to approximately 25 years, in particular due to their putrescible nature, despite their treatment by impregnation, for example by impregnation with creosote as a wood preservative. This is coal tar creosote, used for its pesticide, insecticide and fungicide properties, but which is highly toxic to humans and nature. Damage is also observed due to the lowering of loads generated by the passage of trains. These loads cause considerable wear in the areas where the sleepers and rails are connected by lag screws: this mechanical fatigue requires significant maintenance work on the tracks.

[0006] Concrete sleepers are mechanically strong and withstand the loads generated by repeated train passages well, and are rot-proof, which limits their maintenance and gives them a longer lifespan (around 40 years). However, concrete sleepers are heavier than wooden sleepers, which requires substantial foundations to prevent the sleeper from sinking. Concrete sleepers have poor damping properties, which causes significant damage to the ballast, which generally forms a bed of around 10 to 35 cm under the sleepers. As a reminder, the ballast, which is generally composed of crushed stone, forms a compact but permeable mass and transmits to the ground the forces generated by the passage of trains, without deforming by compaction. It is also used to embed sleepers to ensure their resistance to longitudinal deformation of the rails. In addition, the manufacture of concrete sleepers generates significant CO2 emissions which are harmful to the environment.

[0007] Sleepers are also available made of synthetic materials, such as "FFU (fiber-reinforced Foamed Urethane) synthetic wood," which is a synthetic material made from a composite material based on thermosetting foam (hard urethane resin) reinforced with long glass fibers. Machining and cutting this material requires special precautions to avoid melting the glass fibers, which may stick to the tools. Brief summary of the invention

[0008] An object of the present invention is to provide a railway sleeper free from the limitations of known sleepers.

[0009] Another aim of the invention is to provide a railway sleeper which resists various mechanical stresses better and for longer, with reduced maintenance and minimal damage to the ballast.

[0010] According to the invention, these aims are achieved in particular by means of a railway sleeper, defining a longitudinal direction intended to extend between two railway rails, and a transverse direction orthogonal to the longitudinal direction, comprising: - a lower portion in a first material, forming a main portion, - an upper portion in a second material, the second material being impermeable, rot-proof, and having compressive strength properties greater than those of the first material, said upper portion covering all of said lower portion, and - means of connection between the lower portion and the upper portion.

[0011] This solution has the advantage over the prior art of allowing the use of different materials for the lower portion and for the upper portion, making it possible to choose each of these two materials while taking advantage of the specific properties required for each of these portions.

[0012] Thus, for the lower portion, one can, for example, choose a first material whose elastic properties provide good resistance to bending, which allows good damping of vibrations, without having to be particularly resistant to bad weather, nor present significant resistance to compressive forces as in the case of a sleeper made of a single material. For the upper portion, a second waterproof material is chosen, which has high compressive strength properties to withstand the passage of convoys. It is also possible to choose a first material that is lighter than the second material. This situation allows for lighter sleepers, especially if the lower portion is the majority of the volume, which preserves the ballast and the foundations of the railway. It is also understood that the upper portion completely covers the lower portion, forming a cover protecting it from the weather in particular. When it is stated that "the upper portion completely covers the lower portion", this is done without considering any openings in the upper portion which are of strictly limited extent and are only intended to receive elements forming means of connection between the lower portion and the upper portion, or even to receive elements forming means of attachment between the sleeper and a rail.

[0013] Alternatively, the connecting means between the lower and upper portions are removable. This allows the crossmember to be dismantled and the upper portion or only the lower portion to be replaced, if necessary. This solution is also advantageous for recycling the constituent elements of the crossmember.

[0014] The present invention also relates to a railway track equipped with sleepers according to the invention. This railway track comprises such sleepers, and rails defining a longitudinal direction for the railway track, the sleepers extending transversely relative to the longitudinal direction of the rails, and fixing means connecting each of the end sections of the sleepers to said rails. Brief description of the figures

[0015] Examples of implementation of the invention are indicated in the description illustrated by the appended figures in which: - Figure 1 illustrates a railway track according to a first embodiment of the invention, from one side and in the longitudinal direction of a sleeper according to a first embodiment, the right portion of Figure 1 being a projection and the left portion of Figure 1 being a section along a vertical median plane of the sleeper, - Figure 1a is a cross-sectional view of the sleeper in section along the direction IA-IA of Figure 1, in the end section of the sleeper, - Figure 1b is a cross-sectional view of the sleeper in section along the direction IB-IB of Figure 1, close to a rail, - Figure 1c is a cross-sectional view of the sleeper in section along the IC-IC direction of Figure 1, in the central section of the sleeper, - Figure 1d is an enlarged view of the left portion of Figure 1, - Figure 2 is an enlarged view of detail II of Figure 1d, showing connecting means between the upper portion and the lower portion of the crosspiece, - Figure 3 is an enlarged view of detail III of Figure 1d, showing means of attachment between the sleeper and a rail, - Figure 4 is a partial projection view of the railway track from above and along direction IV of Figure 1, - Figure 5 partially shows the upper portion of the sleeper of the first embodiment in perspective view from above, for the section receiving the rail, - Figure 6 is a perspective view from one end and one side of a sleeper according to the first embodiment of the invention, with the corresponding rail portions, the connecting means between the upper portion and the lower portion of the sleeper and the fixing means between the sleeper and the rails, - Figure 7 is a view similar to that of Figure 1 for a second embodiment, - Figures 7a and 7b are cross-sectional views of the sleeper according to the second embodiment, respectively in section along the direction VIIA-VIIA and VIIB-VIIB of Figure 7, respectively in the end section of the sleeper and under a rail, - Figure 7c is a partial view in longitudinal section of the crosspiece according to the second embodiment, in section along the direction VIIC-VI IC of figure 7b, - Figure 7d is an enlarged view of the left portion of Figure 7, - Figures 8 and 9 are enlarged views respectively of details VIII and IX of figure 7d - Figure 10 is a perspective view of the crosspiece according to the second embodiment, exploded between the upper portion and the lower portion, - Figure 11 is a longitudinal sectional and perspective view of the crosspiece according to the second embodiment, - Figure 12 is a view similar to that of Figure 1 and Figure 7 for a third embodiment, - Figures 12a and 12b are cross-sectional views of the sleeper according to the third embodiment, respectively in section along direction XIIA-XIIA and XII B-XIIB of Figure 12, in the middle section of the sleeper and close to a rail, - Figure 12c is a partial longitudinal sectional view of the crosspiece according to the second embodiment, in section along the direction XIIC-XIIC of figure 12b, - Figure 12d is an enlarged view of the left portion of Figure 12, - Figures 13 and 14 are enlarged views respectively of details XIII and XIV of figure 12d - Figure 15 is a perspective view of the crosspiece according to the third embodiment, exploded between the upper portion and the lower portion, and - Figure 16 is a longitudinal sectional and perspective view of the crosspiece according to the third embodiment. Examples of embodiments of the invention

[0016] Referring to Figure 1, we see a sleeper 10 according to the invention extending between two rails 20 which are fixed on the sleeper 10. The longitudinal direction L of the sleeper 10 corresponds to the direction between the right and the left in Figures 1, 7 and 12. The transverse direction T of the sleeper 10 corresponds to the direction perpendicular to the page of Figures 1, 7 and 12; it is parallel to the main direction of the rails 20 and orthogonal to the longitudinal direction L. Also a vertical direction or height H of the sleeper 10 corresponds to the direction between the top and the bottom in Figures 1, 7 and 12; it is orthogonal to the longitudinal direction L and to the transverse direction T.

[0017] This sleeper 10 essentially comprises two superimposed portions, namely a lower portion 12 intended to rest on the ballast (not shown) and an upper portion 14 entirely covering the lower portion 12 and subject to bad weather (rain, snow, etc.). It is on this upper portion 14 that the rails 20 rest.

[0018] As seen in the sectional views 1a to 1c, and in FIG. 1, the upper portion 14 has a rim 14a extending downwards and extending outwards beyond the limit of the lower portion 12, and this over the entire periphery of the upper portion 14. Thus, the upper portion 14 covers the lower portion 12 and protects it in particular from infiltration and entry of water coming from above the crosspiece 10.

[0019] In other words, the upper portion 14 forms a cover for the crossmember 10, with, in its transverse direction, a central zone 14b and two lateral zones forming rims 14a extending along the longitudinal direction of the crossmember 10 by extending downwards below the central zone and extending in the transverse direction of the crossmember beyond the lateral walls of the lower portion 12.

[0020] In the first embodiment shown in Figures 1 to 6, in the second embodiment shown in Figures 7 to 11 and in the third embodiment shown in Figures 12 to 16, the central zone 14b of the upper portion 14 has a thickness which is not the same along the longitudinal direction L of the crosspiece 10.

[0021] In particular, in the case of the first embodiment, as seen more precisely in Figures 1a to 1d, we distinguish: - a minimum thickness (for example of the order of 10 millimeters, or even between 5 and 20 millimeters) for the current section 14b0 of the central zone (see figures 1a and 1d) forming the bulk of the length of the upper portion, apart from the other sections presented below, - a reinforced thickness (for example of the order of 20 millimeters, or even between 15 and 50 millimeters) for the middle sleeper section 14b1 of the central zone 14b (see figures 1c and 1d): in fact, under the load of the passing trains, there follows a bending deformation of the sleeper 10, with a downward compression at the location of the two rails 20 and in reaction a tendency to deform upwards in the middle sleeper section; this reinforced thickness in the section 14b1 allows the upper portion 14 to withstand this reaction force; - a significant thickness (for example from 50 to 100 millimeters) and variable in the longitudinal direction for the section of the central zone 14b3 located under the rail and adjacent to the rail for fixing with the rail and / or for connection between the upper portion 14 and the lower portion 12 (see figure 1d); - a thickness increased downwards, for the section(s) 14b2 of the central zone belonging to the heel 14c, extending lower than the other aforementioned sections 14b0 and 14b1, forming a protrusion with a thickness of the order of 20 to 40 millimeters (see figures 1b and 1d).

[0022] These sections 14b2 of the central zone 14b of the upper portion 14, and the heels 14c which carry them, thus allow anchoring of the upper portion 14 relative to the lower portion 12 which comprises, at the location corresponding to this heel 14c, a cavity 12c. Preferably, the heel 14c and the cavity 12c which receives it, present, in section along the longitudinal direction L of the crosspiece, a trapezoidal section with the base facing upwards (see fig. 1d). Thus, the heel 14c can be housed in the cavity by resting on the side walls of the cavity 12c, and this without pressing on the bottom of the cavity in order to avoid the transfer towards the lower portion 12 of the vertical forces undergone by the upper portion 14. On the other hand, the horizontal forces (comprising the forces parallel to the longitudinal direction L of the crosspiece and the forces parallel to the transverse direction T of the crosspiece), in particular the shear forces undergone by the crosspiece 10 are transmitted by the heel 14c in the lower portion 14. These arrangements are found in the second embodiment which will be presented later.

[0023] In other words, the lower portion 12 comprises one or more cavities 12c delimiting a bottom, a side wall and an opening facing the upper portion 14, and the upper portion 14 comprises, for each cavity 12c, a heel 14c, forming a prominent element housed in said cavity 12c, the heel 14c being in contact with the side wall of the corresponding cavity 12c. In the case of the first embodiment and the second embodiment, the absence of contact between the heel 14c and the bottom of the cavity 12c which receives it avoids a transfer of the vertical load (vertical forces) received by the rail during the passage of the train, between the upper portion 14 and the lower portion 12.

[0024] In the figures a heel 14c is arranged under the rail. Other additional locations are possible (case not shown) along the sleeper: on either side of each rail 20, either near the connecting means 16 between the lower portion 12 and the upper portion 14, or at the location of the connecting means 16 between the lower portion 12 and the upper portion 14, or between each rail 20 and the middle sleeper section 14b1.

[0025] It is understood that the upper portion 14 forms a protective cover for the upper portion 14 both against bad weather and against the mechanical constraints in compression and bending generated by the passage of trains.

[0026] According to possible embodiments, the first material has properties of resistance to tensile forces, in the longitudinal direction of the crosspiece 10, greater than those of the second material. Thus, the first material of the lower portion 12 of the crosspiece 10 can supplement the resistance to tensile forces in the longitudinal direction of the crosspiece 10, which are received by the upper portion 14 in the second material.

[0027] According to possible embodiments, the first material has damping properties superior to those of the second material. Thus, the first material of the lower portion 12 of the sleeper 10 can significantly dampen mechanical vibrations, or even sound vibrations received by the sleeper. In this way, the ballast present under the railway track and the ground or foundations under this ballast suffer less damage and require reduced maintenance.

[0028] According to a possible arrangement, the first material has a density smaller than the density of the second material by at least 50%. Thus, a second material can be chosen that is heavier than the first material and has greater mechanical strength, particularly in compression, without making the sleeper 10 too heavy. In this way, the ground located under the railway does not need to be reinforced in cases of lower strength.

[0029] According to a possible arrangement, the lower portion 12 represents at least 70% of the volume of the crosspiece 10.

[0030] Preferably, but not necessarily, the first material is wood. This means that the lower portion 12 of the crosspiece 10 is made of wood. This can be, for example, oak, beech, or softer woods such as resinous woods. In this case, as the lower portion 12, here made of wood, is protected by the upper portion 14, it will not systematically be treated with creosote, but can undergo less toxic treatments such as for example with copper oil. In addition, the lower wooden surface of the sleepers allows good transfer of the forces generated by the load during the passage of the train, over a maximum surface between the sleeper and the ballast. Indeed, the lower wooden surface of the sleeper deforms and allows anchoring of the ballast stones, which increases the surface in contact between the ballast and the lower wooden surface of the sleeper 10.

[0031] Preferably, but not necessarily, the second material belongs to the following list: concrete, fiber-reinforced concrete, with synthetic fibers and / or with metal fibers, in particular ultra-high performance fiber-reinforced concrete (UHPC), a plastic matrix composite material, in particular with a synthetic resin matrix reinforced with glass fibers and / or carbon fibers, and a plastic, in particular a plastic comprising or formed from a thermoplastic polymer, in particular a plastic comprising or formed from a polyamide, such as a plastic comprising or formed from a polyamide 6 (also called nylon 6 or polycaprolactam) and in particular a plastic comprising or formed from an ethylene-vinyl acetate or EVA.

[0032] In the case of the use of ultra-high performance fiber-reinforced concrete (UHPC) as the second material constituting the upper portion 14, the crosspiece 10 benefits at the level of the upper portion 14 from less porosity and optimal mechanical properties, in particular in terms of compressive strength, which makes it possible to use an upper portion 14 of the crosspiece which remains of modest thickness.

[0033] In all the embodiments shown, as can be seen in particular in Figures 1a to 1c, but also in Figures 7a, 7b, 12a and 12b, the crosspiece 10 further comprises, in each lateral zone 14a or edge of the upper portion 14, a reinforcement element 15 oriented along and extending along the longitudinal direction L of the crosspiece 10, in particular a prestressed metal reinforcement rod. Thanks to this reinforcement element 15 present along the lateral edges of the upper portion 14, the rigidity of the latter is increased, which in particular minimizes its deformation in bending.

[0034] According to a possible arrangement not shown, the sleeper 10 further comprises a layer at least partially covering the upper face of the upper portion 14, said layer having sound wave absorption properties greater than those of the second material of the upper portion 14. It is thus possible to reduce the generation of sound waves when trains pass over the railway track equipped with the sleepers according to the invention, or at least to reduce the level of these sound waves.

[0035] According to another possible arrangement not shown, the crosspiece 10 further comprises at least one intermediate portion, located between the lower portion 12 and the upper portion 14, in a third material, said third material being different from the first material and the second material. For example, this third material is placed in areas of less mechanical stress. Said third material is for example a plastic matrix composite material, in particular “FFU (fiber-reinforced Foamed Urethane) synthetic wood”. Alternatively, the third material belongs to the following list: concrete, fiber-reinforced concrete, with synthetic fibers and / or metal fibers, in particular ultra-high-performance fiber-reinforced concrete (UHPC), a plastic matrix composite material, in particular with a synthetic resin matrix reinforced with glass fibers and / or carbon fibers, and a plastic, in particular a plastic comprising or formed from a thermoplastic polymer, in particular a plastic comprising or formed from a polyamide, such as a plastic comprising or formed from a polyamide 6 (also called nylon 6 or polycaprolactam) and in particular a plastic material comprising or formed from ethylene vinyl acetate or EVA.

[0036] With reference to figures 1, 1d and 2, the connecting means 16 for securing the upper portion 14 to the lower portion 12 will now be described. They are arranged so as not to take up the lateral shear forces, that is to say in order to prevent the transmission of these forces undergone by the upper portion 14 towards the lower portion 12. In the case shown, the connecting means 16 comprise a screw 16a of the lag screw type for wood. This screw 16a has a threaded part 16a1 over its greatest length forming an end portion, a head 16a2 and an intermediate part (16a3) between the head and the threaded part 16a1. The threaded part 16a1 is screwed, therefore anchored, into the first material of the lower portion 12. The intermediate part 16a3 is housed without contact in a through hole 14d of the upper portion 14.The head 16a2 is wider than the intermediate portion 16a3 and surmounts the upper portion 14 by bearing against the upper surface of the upper portion 14, which retains the latter. In Figure 2, we see a washer 17 surrounding the section of the intermediate portion 16a3 which is adjacent to the head 16a2, this washer 17 being interposed between the head 16a2 and the upper portion 14.

[0037] With reference to figures 1, 1d and 3, the fixing means 30 between each rail 20 and the crosspiece 10 will now be described. In this first embodiment shown, these fixing means 30 are independent and separate from the connecting means 16 making it possible to retain the lower portion 12 to the upper portion 14 between them. This is also the case in the second embodiment shown in figures 7 to 11.

[0038] These fixing means 30 cooperate with the upper portion 14 of the crosspiece and with one of said rails 20, without contact between said fixing means 30 and the lower portion 12 of the crosspiece.

[0039] In this arrangement, the upper portion 14 of the crosspiece 10 comprises a through opening 4e with a first zone 14e1 opening onto the upper face of the upper portion and a second zone 14e2, facing the lower portion 12 of the crosspiece 10. In this through opening 14e, the fixing means 30 comprise a fixing rod 30a with a first end 30a1 retained in the second zone 14e2 of the opening 14e via a support washer forming a buttonhole 30e.

[0040] A guide element 30b is arranged above the upper portion 14, next to the rail 20 and around the fixing rod 30a. The fixing means 30 also comprise an elastic element 30c surrounding the fixing rod 30a by pressing on the base of the rail 20 and on said guide element 30b: this is an elastic clamp such as an SKL elastic fastener. A nut 30d cooperates with the second threaded end 30a2 of the fixing rod 30a, which is of the hammer screw type in the exemplary embodiment shown. Another washer 30f is arranged around the second threaded end 30a2 of the fixing rod 30a between the nut 30a and the elastic element 30c.

[0041] The guide element 30b is arranged next to the rail 20, said elastic element 30c is further supported on the base of the rail 20 (on the left in Figure 3) and supported in a depression of the guide element 30b. In this way, thanks to the first support on the rail 20, the elastic element 30c retains the rail 20 and, thanks to the second support against the guide element 30b, it is also correctly positioned and retained along the longitudinal direction of the sleeper 10.

[0042] Thus, the fixing means 30 comprise said fixing rod 30a, said guide element 30b, said elastic element 30c and said nut 30d, as well as the washer 30f and the washer 30e. All these elements, in particular the elastic element 30c which is generally an elastic crampon or stirrup of the SKL type as shown in the figures, are shaped and sized according to the practices and rules applicable in the country where the railway is operated.

[0043] According to the second embodiment (figures 7 to 11), different elements are used to fulfill the function of the connecting means 16 between the lower portion 12 and the upper portion 14, and the function of the fixing means 30 between the rail 20 and the crosspiece 10. In particular, these elements comprise: - the fixing means 30 (see figures 7d, 8 and 9) which comprise a fixing screw 16a with a first threaded section 16a1 forming an end section, a second section 16a2 forming another end section, and an intermediate part 16a3 between the first threaded section 16a1 and the second section 16a2, the first threaded section 16a1 and the section adjacent to the intermediate part 16a3 being housed in a through hole or passage 14c2 of the upper portion 14, without contact with the side wall of said through hole or passage 14c2.In order to prevent water from entering from the upper portion 14 to the lower portion 12 at the location of the screw 16a, a seal-forming element, for example made of plastic, is housed in the through hole or passage 14c2 of the upper portion 14 and is therefore interposed between, on the one hand, the first threaded section 16a1 and the neighboring section of the intermediate part 16a3, and on the other hand, the through hole or passage 14c2 of the upper portion 14 which receives the screw 16a;. - said fixing means 30 further comprise, in order to allow the fixing to the rail 20 of the crosspiece 10, a guide element 30b arranged above the upper portion 14, around the intermediate part 16a3 of the screw 16a and an elastic element 30c also surrounding the intermediate part 16a3 of the screw 16a by pressing on said guide element 30b; this guide element 30b and this elastic element 30c are similar and have the same arrangements as in the case of the first embodiment; - the connecting means 16 (see figures 7b to 7d, 10 and 11) which comprise a threaded rod 13 passing through the lower portion 12 in the transverse direction T at the level of a passage 12c2 and passing through a passage 14c1 of the heel 14c, said threaded rod 13 being retained by a nut 13a mounted at each of its ends. Thus, the threaded rod 13 and the nuts 13a form a bolted assembly constituting the connecting means 16 between the lower portion 12 and the upper portion 14.

[0044] Also, in the case of the second embodiment, as can be seen in Figures 7, 7d, 8 and 9, said first threaded section 16a1 of the screw 16a is anchored in the heel 14c of the upper portion 14, in an opening passage 14c2 crossing the heel 14c in its entire height. A dowel 141 which may be made of plastic is interposed between the through passage 14c2 and the first threaded section 16a1 of the screw 16a and constitutes the aforementioned sealing element. This dowel 141 allows good anchoring of the screw 16a thus screwed into the heel 14c, and also ensures sealing in the upper part of the through passage 14c2. It is also noted that the lower end of the through passage 14c2 visible in particular in FIG. 9 is open and forms a vent 14c2' ensuring the evacuation of any moisture which would penetrate into the through passage 14c2.

[0045] Furthermore, in the case of the second embodiment, as can be seen in Figures 7, 7c, 8, 9 and 11, these two fixing rods or fixing screws 16a are inclined with an angle of the order of 5° relative to the vertical direction or height H, converging downwards if we consider the two or fixing screws 16a surrounding the same rail 20.

[0046] According to other embodiments, elements are used which cooperate with each other and fulfill both the function of the connecting means 16 between the lower portion 12 and the upper portion 14, and the function of the fixing means 30 between the rail 20 and the crosspiece 10.

[0047] According to a possibility found in the third embodiment (figures 12 to 16) described below, these elements comprise: - the connecting means 16 (see figures 12d, 13 and 14) which comprise a screw 16a with a first threaded section 16a1 forming an end section, a second section 16a2 forming another end section, and a intermediate portion 16a3 between the first threaded section 16a1 and the second section 16a2, the intermediate portion 16a3 being housed in a through hole 14c3 of the upper portion 14, without contact with the side wall of said through hole 14c3. In order to prevent water from entering from the upper portion 14 to the lower portion 12 at the location of the screw 16a, a seal-forming element, for example made of plastic, is interposed between the intermediate portion 16a3 and the through hole 14c3 of the upper portion 14 which receives this intermediate portion 16a3. In this case, said first threaded section 16a1 is directly screwed into the lower portion 12 (see figure 14). - said connecting means further comprising, as fixing means 30 allowing the fixing to the rail 20 of the crosspiece 10, a guide element 30b arranged above the upper portion 14, around the intermediate part 16a3 of the screw 16a and an elastic element 30c also surrounding the intermediate part 16a3 of the screw 16a by pressing on said guide element 30b.

[0048] This elastic element 30c may also be an elastic clamp such as an SKL elastic fastener as in all the figures. This guide element 30b is for example, as seen in the figures, a pierced guide plate surrounding the intermediate part 16a3 of the screw 16a. In the longitudinal direction L of the sleeper 10, this guide element 30b has a first end forming a stop for the foot of the rail 20 and a second end remote from the rail 20, forming a cup-shaped end. This second end delimits, in the longitudinal direction of the sleeper 10, a U-shaped section which has a depression in the upper face for receiving and blocking a portion of the elastic element 30c and a protrusion in its lower face which is housed in a complementary shaped hollow in the upper face of the upper portion 14.We therefore find a guide element 30b and an elastic element 30c with arrangements similar to those previously described for the first embodiment and for the second embodiment.

[0049] Furthermore, in the case of the third embodiment, as can be seen in Figures 12, 12d, 13 and 14, said first threaded section 16a1 is directly anchored by screwing into the first material of the lower portion 12, in a through passage 12c1. This through passage 12d crosses the entire height of the lower portion 12 and is aligned with the through hole 14c3 of the upper portion 14. An insert 143 in the form of a sleeve forming a seal (for example made of plastic) is housed in the through hole 14c3 of the upper portion 14. This insert 143 is located under the guide element 30b and surrounds the intermediate part 16a3 of the screw 16a, and the first segment of the first threaded section 16a1 of the screw 16a.

[0050] In the cases of the second embodiment and the third embodiment, the screw 16a acts as and replaces the fixing rod 30a of the first embodiment.

[0051] Also, in the cases of the second embodiment and the third embodiment, the second section of the screw 16a is formed of a head with a polygonal (for example hexagonal) terminal portion surmounting a collar making it possible to retain the elastic element 30c. It is understood that in the illustrated cases of the second embodiment and the third embodiment, the screw 16a consists of a lag screw.

[0052] Thus, according to a possibility illustrated for the second embodiment, the lag screw forming the screw 16a is screwed into the dowel 141 extending into the heel 14c which can be made of concrete or any other material mentioned for the upper portion 14. Also, according to a possibility illustrated for the third embodiment, the lag screw forming the screw 16a is screwed directly into the lower portion 12 which can be made of wood or any other material mentioned for the lower portion 12.

[0053] According to another possibility not illustrated, the second section of the screw 16a is threaded, and a nut cooperating with this second threaded section of the screw 16a is used to block the elastic element 30c against the foot of the rail and against the guide element 30b.

[0054] In all the embodiments presented, as can be seen in Figures 1, 1b, 1d, 3, 7, 7b, 7d, 8, 12, 12b, 12d and 13, an elastic sole 40 is arranged under the rail 20, above the upper portion 14. This elastic sole 40 is, like the guide element 30b, a wear part, for example made of plastic.

[0055] In general, and except where otherwise mentioned, all the elements described in this text must be understood with symmetry on either side of the rail 20, i.e. with respect to a vertical plane of symmetry parallel to the longitudinal direction L of the sleeper 10 and at an equal distance from the two lateral faces of the sleeper 10, and with symmetry with respect to the middle of the sleeper 10, i.e. with respect to a vertical plane of symmetry parallel to the transverse direction T of the sleeper 10 and at an equal distance from the two ends of the sleeper 10.

[0056] As can be seen in Figures 1a to 1c, 7a, 7b, 12a and 12b, there is a gap 18 between each of the two lateral zones 14a of the upper portion 14 and the lower portion 12. It can be seen that in these lateral zones 14a, the facing faces of the upper portion 14 and the lower portion 12 are slightly apart and do not touch each other. These faces are parallel to the longitudinal direction L of the crosspiece and are inclined with the lowest portion facing the outside of the crosspiece 10. These gaps 18 provide possible ventilation between the upper portion 14 and the lower portion 12 and allow the evacuation of any water ingress. Such gaps 18 also contribute to a dimensional tolerance during manufacturing.

[0057] It is understood that in the third embodiment, the fixing means 30 making it possible to connect the two rails 20 and the crosspiece 10 are common with the connecting means 16 making it possible to hold the lower portion 12 to the upper portion 14 of the crosspiece 10.

[0058] We now present other technical arrangements which are found both in the second embodiment (figures 7 to 11) and in the third embodiment (figures 12 to 16) as given by way of example and illustrated: - the lower portion 12 comprises two cavities 12c, each of which is capable of being located directly above a rail 20, the upper portion 14 also comprises two heels 14c, each heel 14c also being capable of being located directly above a rail 20, since each heel 14c fits into a corresponding cavity 12c; - each cavity 12c also extends directly above the connecting means 16 between the lower portion 12 and the upper portion 14; each heel 14c also extends directly above the connecting means 16 between the lower portion 12 and the upper portion 14. Indeed, for each rail 20, there is a pair comprising a heel 14c and a cavity 12c, and these are two fixing screws 16a which pass through the heel 14c fitted into the cavity 12c, on either side of the rail 20; - when the heel 14c is housed in the corresponding cavity 12c, the contact between the heel 14c and the side wall of the corresponding cavity 12c extends between a pair of end surfaces ST (see figures 7c, 7d, 10 and 11 for the second embodiment and figures 12c, 12d, 15 and 16) which are orthogonal to the longitudinal direction L of the sleeper 10 and form an angle of less than 45°, preferably less than 5°, with the vertical direction H; these end surfaces ST are preferably parallel to the vertical direction H. They are contact surfaces for taking up the lateral forces exerted by the wheels of the train on the rails 20, which are transmitted to the sleeper in the form of forces Ei (see figures 7c and 12c) or longitudinal forces exerted by the rail 20 on the sleeper 10. - these forces occurring mainly in bends, it is understood that they only concern the outer side of the rail (see the “EXT” side on the right of figures 7c and 12c for the outer side of the rail, as opposed to “INT” for the inner side of the rail). To this end, when the heel 14c is housed in the corresponding cavity 12c, said pair of terminal surfaces ST in contact includes the surfaces of the cavity 12c and the heel 14c which are closest to the end of the crosshead 10 (on the right in Figures 7c and 12c). In the examples shown, the two pairs of surfaces which face each other two by two between the surfaces of the cavity 12c and the heel 14c which are the furthest from the end of the crosspiece 10 (on the left in figures 7c and 12c), are not in contact but have a gap between them (for example of the order of approximately 2 millimeters) forming a clearance “J” useful in the manufacturing tolerances. These terminal surfaces ST are preferably planar surfaces. If this is not the case, to determine their direction, the mean plane of each terminal surface ST is considered. When it is indicated that they form an angle less than 45° with the vertical direction H, the case of a direction close to or equal to the vertical direction H is included.

[0059] For the second embodiment (Figures 7 to 11), one or more of the following arrangements are possible, as in the example illustrated: - when said heel 14c is housed in the corresponding cavity 12c, said heel 14c does not touch the bottom of said cavity 12c; - when said heel 14c is housed in the corresponding cavity 12c, the contact between the heel 14c and the side wall of the corresponding cavity 12c extends between two pairs of lateral surfaces SL (see figures 7b and 10) which are parallel to the longitudinal direction L of the crosspiece 10 and form an angle less than or equal to 45° with the vertical direction H. In the illustrated case, as can be seen in figure 7b, the two pairs of lateral surfaces SL form an angle of approximately 15° with the vertical direction H. In other cases not illustrated, the two pairs of lateral surfaces SL form a zero angle with the vertical direction H because these two pairs of lateral surfaces SL are also vertical. In other cases not illustrated, the two pairs of lateral surfaces SL form a non-zero angle, less than 25° with the vertical direction H.These lateral surfaces SL are vertical or inclined contact surfaces for the absorption of transverse forces Et (see the. fig 7b) exerted by rail 20 on sleeper 10, and resulting from the longitudinal forces exerted by the wheels of the train on rails 20.

[0060] As seen in Figure 10, the heel 14c and the cavity 12c have the shape of a right prism with a base in the shape of an isosceles trapezoid whose lateral edges are parallel to the longitudinal direction L of the crosspiece 10 and whose small base of the isosceles trapezoid is oriented in the opposite direction to the upper portion 14. In this case, for the heel 14c and the cavity 12c, there is a shape of a right prism whose base is in the shape of an isosceles trapezoid and the lateral faces are rectangular.

[0061] For efficient transfer of forces, by means of sufficiently large contact surfaces (ST and SL) allowing good distribution of the load, the heel 14c and the cavity 12c extend over at least half the height of the lower portion 12, preferably over at least three-quarters of the height of the lower portion 12 and preferably over the entire height of the lower portion 12 (case of the second embodiment shown in figures 7 to 11).

[0062] In the example of the second embodiment shown in Figures 7 to 11, the lower portion 12 is formed of two parts 12a, 12b parallel to each other and to the longitudinal direction L of the crosspiece 10, the two parts 12a, 12b of the lower portion 12 being connected to each other by a threaded rod 13 passing through them in the transverse direction T and passing through a passage 14c1 of the heel 14c, said threaded rod 13 being retained by a nut 13a mounted at each of its ends. Thus, the threaded rod 13 and the nuts 13a form a bolted assembly constituting the connecting means 16 between the lower portion 12 and the upper portion 14. This is a mooring type assembly, the two parts 12a and 12b of the lower portion 12 enclosing the heel 14c of the upper portion 14.

[0063] With such a sleeper 10 according to the second embodiment, a railway track 100 is formed with sleepers 10, in which said fixing means 30 (screw 16a, guide element 30b and elastic element 30c) cooperate with the heel 14c of the upper portion 14 of the crosspiece 10 and with one of said rails 20, without contact between said fixing means 30 and the lower portion 12 of the crosspiece 10.

[0064] In particular, for this railway track 100, the fixing means 30 comprise, for each rail 20, two fixing screws 16a with a first threaded portion 16a1, two dowels 141 mounted in an opening 14c2 extending over the entire height of the upper portion 14 at the location of the heel 14c, each fixing rod 30a having its first threaded portion 16a1 screwed into a dowel 141. These dowels 141 may be made of plastic.

[0065] We now refer to the third embodiment, for which one or more of the following arrangements are possible, as in the example illustrated in Figures 12 to 16.

[0066] In this case, the heel 14c and the cavity 12c have a general sole shape and in which when said heel 14c is housed in the cavity 12c. This general sole shape is parallel to the longitudinal direction L and to the transverse direction T.

[0067] In this case, in addition to the aforementioned end surfaces ST, when said heel 14c is housed in the corresponding cavity 12c, the contact between the heel 14c and the side wall of the corresponding cavity 12c extends between two pairs of contact surfaces SC in the form of a portion of a cylinder of revolution, the axis of said cylinder of revolution being orthogonal to said longitudinal direction L and to said transverse direction T of the sleeper 10. These contact surfaces SC in the form of a portion of a cylinder of revolution are contact surfaces allowing the absorption of the transverse forces Et (see fig. 12b) exerted by the rail 20 on the sleeper 10, and resulting from the longitudinal forces exerted by the wheels of the train on the rails 20. In the illustrated case, the two contact surfaces SC of the cavity 12c are concave and the two corresponding contact surfaces (CS) of the heel are convex (see Figure 15).

[0068] In the various embodiments presented, the surfaces in contact between the heel 14c and the side wall of the corresponding cavity 12c make it possible to take up at least part of the longitudinal forces exerted by the rail 20 on the sleeper 10 (see Ei in figures 7c and 12c) and the transverse forces exerted by the rail 20 on the sleeper 10 (see Et in figure 7b). In this way, it is understood that the fixing screws 16a (in principle a lag screw) are thus less, or even not at all, stressed in shear. This results in a better longevity and less maintenance of the sleepers 10.

[0069] As can be seen in particular in Figure 16, the heel 14c of the upper portion 14 has two openings 14c3 and the lower portion 12 has two through passages 12d aligned with said two openings 14c3. It is a fixing screw 16a which can be inserted into each of these two alignments of a through passage 12d with an opening 14c3 (see Figure 12d).

[0070] With such a sleeper 10 according to the third embodiment, a railway track 100 is formed with sleepers 10, in which said fixing means 30 (fixing rod formed by a fixing screw 16a, for example a lag screw, guide element 30b and elastic element 30c) cooperate with one of said rails 20, the upper portion 14 of the sleeper 10 and the lower portion 12 of the sleeper 10.

[0071] In particular, for this railway track 100, the fixing means 30 comprise, for each rail 20, two fixing rods formed of a fixing screw 16a having a first threaded section 16a1 arranged in an opening 12d of the lower portion 12 and a second intermediate section 16a3 arranged in an opening 14c3 of the heel 14c of the upper portion 14), and an insert 143 in the form of a sleeve forming a seal arranged in said opening 14c3 of the heel 14c of the upper portion 14 and around said second intermediate section 16a3). These two fixing rods or screws 16a are in particular formed from a lag screw, and are therefore screwed into the lower portion 12, which may be made of wood. In Figures 12 to 16, these two fixing rods or fixing screws 16a are inclined with an angle of the order of 5° relative to the vertical direction or height H, converging downwards if we consider the two or fixing screws 16a surrounding the same rail 20. It is possible to use a smaller angle, or even to place the two or fixing screws 16a vertically.

[0072] In the embodiments described and in those illustrated, the upper portion 14 is in a single piece, namely a single block. In variants of the embodiments described or in other embodiments not illustrated, remaining within the scope of the present invention, it is possible for the upper portion 14 to be in several pieces (at least two pieces, or even in at least three pieces and for example three pieces). It is even possible that the pieces of such an upper portion 14 in several pieces are not all in the same second material: in this case, the pieces of such an upper portion 14 in several pieces are in two, or even more, different materials.

[0073] In the first and third embodiments described and in those illustrated (Figures 1 to 6 and 12 to 16), the lower portion 12 is in a single piece, namely a single block. In the second embodiment described and illustrated in Figures 7 to 11, the lower portion 12 is in two pieces (side parts 12a and 12b). It is also possible, within the framework of the present invention, to provide variants of the embodiments with the lower portion 12 which is in several pieces, namely in at least two pieces, whether two, three or more pieces. Reference signs used in the figures Crosspiece Lower portion of the crosspiece a First lateral part of the lower portion (2 ème embodiment) b second lateral part of the lower portion (2 ème embodiment) c Cavity d Through passage for fixing rod (3 ème embodiment) c2 Passage for threaded rod 13 (2 èmeembodiment) Threaded rod a Nut Upper portion of the sleeper a Flange or side zone b Central zone b0 Running section of the central zone b1 Middle section of the sleeper of the central zone b2 Section of the central zone belonging to the heel b3 Section of the central zone under the rail and adjacent to the rail for fixing with the rail and / or for connection between the upper portion and the lower portion c Heel c1 Passage for threaded rod 13 (2 ème embodiment) c2 Through passage for fixing rod (2 ème embodiment) c2' Lower end forming vent c3 Opening for fixing rod (3 ème embodiment)d Through hole e Through opening e1 First zone e2 Second zone 1 Plastic dowel (2 ème embodiment) 3 Sleeve-shaped insert (3 èmeembodiment) Reinforcing element (prestressed metal reinforcing rod) Connection means between the lower portion and the upper portion a Fixing screw (cargo screw) a1 Threaded part of the screw (first section) a2 Head of the screw a3 Intermediate part or section Washer Gap Rail Fixing means between the rail and the sleeper a fixing rod a1 First end a2 Second end b Guide element c Elastic element (SKL elastic fastener) d Nut e Support washer forming a slot f Washer Elastic base 100 Railway track L Longitudinal direction L of the cross member T Transverse direction T of the cross member H Vertical direction or height H of the crosspiece ST Terminal Surfaces J Game between facing surfaces SL Side surfaces SC Contact surfaces in the form of a portion of a cylinder of revolution Ei Longitudinal forces exerted by the rail on the sleeper 10 (lateral forces exerted by the train wheels on the rails) And transverse forces exerted by the rail on the sleeper 10 (longitudinal forces exerted by the train wheels on the rails)

Claims

Claims 1. Sleeper (10) for railway track (100), defining a longitudinal direction intended to extend between two rails (20) of railway track (100), and a transverse direction orthogonal to the longitudinal direction, comprising: - a lower portion (12) in a first material, forming a main portion, - an upper portion (14) in a second material, the second material being impermeable, rot-proof, and having compressive strength properties greater than those of the first material, said upper portion (14) covering all of said lower portion (12), and - connecting means (13; 16) between the lower portion (12) and the upper portion (14).

2. Crosspiece (10) according to claim 1, in which the first material has properties of resistance to tensile forces, in the longitudinal direction of the crosspiece (10), greater than those of the second material.

3. A crossmember (10) according to claim 1 or 2, wherein the first material has damping properties greater than those of the second material.

4. Crosspiece (10) according to one of claims 1 to 3, in which the lower portion (12) comprises one or more cavities (12c) delimiting a bottom, a side wall and an opening facing the upper portion (14), and in which the upper portion (14) comprises, for each cavity (12c), a heel (14c) forming a prominent element housed in said cavity (12c), the heel (14c) being in contact with the side wall of the corresponding cavity (12c).

5. Sleeper (10) according to claim 4, in which the lower portion (12) comprises two cavities (12c) each capable of being located directly above a rail (20) and in which the upper portion (14) comprises two heels (14c).

6. Crosspiece (10) according to claim 4 or 5, in which each cavity (12c) also extends directly above said connecting means (16) between the lower portion (12) and the upper portion (14).

7. Crossmember (10) according to claim 5 or 6, wherein when said heel (14c) is housed in the corresponding cavity (12c), the contact between the heel (14c) and the side wall of the corresponding cavity (12c) extends between a pair of end surfaces (ST) which are orthogonal to the longitudinal direction of the crossmember (10) and form an angle of less than 45°, preferably less than 5°, with the vertical direction.

8. A sleeper (10) according to claim 7, wherein when said heel (14c) is housed in the corresponding cavity (12c), said pair of contacting end surfaces (ST) comprises the surfaces of the cavity (12c) and the heel (14c) which are closest to the end of the sleeper (10).

9. Crosspiece (10) according to one of claims 5 to 8, wherein when said heel (14c) is housed in the corresponding cavity (12c), said heel (14c) does not touch the bottom of said cavity (12c).

10. Crosspiece (10) according to one of claims 5 to 9, wherein when said heel (14c) is housed in the corresponding cavity (12c), the contact between the heel (14c) and the side wall of the corresponding cavity (12c) extends between two pairs of side surfaces (SL) which are parallel to the longitudinal direction of the crosspiece (10) and form an angle less than or equal to 45° with the vertical direction.

11. Crosspiece (10) according to claim 10, in which the heel (14c) and the cavity (12c) have the shape of a right prism with a base in the shape of an isosceles trapezoid whose lateral edges are parallel to the longitudinal direction of the crosspiece (10) and whose small base of the isosceles trapezoid is oriented in the opposite direction to the upper portion (14).

12. Crosspiece (10) according to one of claims 4 to 11, in which the heel (14c) and the cavity (12c) extend over at least half the height of the lower portion (12), preferably over at least three quarters of the height of the lower portion (12) and preferably over the entire height of the lower portion (12).

13. Crosspiece (10) according to one of claims 4 to 12, in which the lower portion (12) is formed of two parts (12a, 12b) parallel to each other and to the longitudinal direction of the crosspiece (10), the two parts (12a, 12b) of the lower portion (12) being connected to each other by a threaded rod (13) passing through them in the transverse direction and passing through a passage (14c1) of the heel (14c), said threaded rod (13) being retained by a nut (13a) mounted at each of its ends.

14. Crosspiece (10) according to one of claims 5 to 8, in which the heel (14c) and the cavity (12c) have a general sole shape and in which when said heel (14c) is housed in the corresponding cavity (12c), said heel (14c) is in contact with the bottom of said cavity (12c).

15. Crosspiece (10) according to claim 14 wherein when said heel (14c) is housed in the corresponding cavity (12c), the contact between the heel (14c) and the side wall of the corresponding cavity (12c) extends between two pairs of contact surfaces (SC) in the form of a portion of a cylinder of revolution, the axis of said cylinder of revolution being orthogonal to said longitudinal direction and to said transverse direction of the crosspiece.

16. Crosspiece according to claim 15, in which the two contact surfaces (SC) of the cavity (12c) are concave and the two corresponding contact surfaces (SC) of the heel are convex.

17. Sleeper according to any one of claims 13 to 16, in which the heel (14c) of the upper portion (14) comprises two openings (14c3) and the lower portion (12) comprises two through passages (12d) aligned with said two openings (14c3).

18. Sleeper (10) according to one of claims 1 to 17, in which the first material has a density smaller than the density of the second material by at least 50%.

19. Crosspiece (10) according to one of claims 1 to 18, in which the lower portion (12) represents at least 70% of the volume of the crosspiece (10).

20. Sleeper (10) according to one of claims 1 to 19, in which the first material is wood.

21. Sleeper (10) according to one of claims 1 to 20, wherein the second material belongs to the following list: concrete, fiber-reinforced concrete with synthetic fibers and / or metal fibers, in particular ultra-high performance fiber-reinforced concrete (UHPC), a plastic matrix composite material, in particular with a synthetic resin matrix reinforced with glass fibers and / or carbon fibers, and a plastic, in particular a plastic comprising or formed from a thermoplastic polymer, in particular a plastic comprising or formed from a polyamide, such as a plastic comprising or formed from a polyamide 6, and in particular a plastic comprising or formed from an ethylene-vinyl acetate or EVA.

22. Crosspiece (10) according to one of claims 1 to 21, in which the connecting means (16) between the lower portion (12) and the upper portion (14) are removable.

23. Crosspiece (10) according to one of claims 1 to 22, wherein the connecting means (16) comprise a screw (16a) with a threaded part (16a1), a head (16a2) and an intermediate part (16a3) between the head (16a2) and the threaded part (16a1), said threaded part (16a1) being anchored in the first material of the lower portion (12) and the intermediate part (16a1) being housed without contact in a through hole (14d) of the upper portion (14).

24. Crosspiece (10) according to one of claims 1 to 22, wherein the connecting means (16) comprise a screw with a first threaded section forming an end section, a second section forming another end section, and an intermediate part between the first threaded section and the second section, said first threaded section being anchored in the first material of the lower portion (12), the intermediate part being housed in a through hole of the upper portion (14), without contact with the side wall of said through hole, said connecting means (16) further comprising: a guide element (30b) arranged above the upper portion (14), around the screw and an elastic element (30c) surrounding the screw by pressing on said guide element.

25. A sleeper (10) according to one of claims 1 to 24, wherein the upper portion (14) forms a cover for the sleeper (10), with a central area and two lateral areas (14a) forming flanges extending along the longitudinal direction of the sleeper (10) extending downwards below the central area and extending in the transverse direction of the sleeper (10) beyond the lateral walls of the lower portion (12).

26. Crosspiece (10) according to the preceding claim, further comprising, in each lateral zone, a reinforcement element (15) oriented in the longitudinal direction of the crosspiece (10), in particular a prestressed metal reinforcement rod.

27. Crosspiece (10) according to claim 25 or 26, in which there is a gap (18) between each of the two lateral zones (14a) of the upper portion (14) and the lower portion (12).

28. Crosspiece (10) according to one of claims 1 to 27, further comprising a layer at least partially covering the upper face of the upper portion (14), said layer having sound wave absorption properties greater than those of the second material of the upper portion (14).

29. Crosspiece (10) according to one of claims 1 to 28, further comprising at least one intermediate portion, located between the lower portion (12) and the upper portion (14), in a third material, said third material being different from the first material and the second material.

30. Crosspiece (10) according to the preceding claim, said third material is a plastic matrix composite material.

31. Crosspiece (10) according to one of claims 1 to 30, in which the upper portion (14) is in several pieces.

32. Railway track (100) comprising sleepers (10) according to one of claims 1 to 31, and rails (20) defining a longitudinal direction for the railway track (100), the sleepers (10) extending transversely relative to the longitudinal direction of the rails (20), and fixing means (30) connecting each of the end sections of the sleepers (10) to said rails (20).

33. Railway track (100) according to the preceding claim, with sleepers (10) according to claim 23, in which said fixing means (30) cooperate with the upper portion (14) of the sleeper (10) and with one of said rails, without contact between said fixing means (30) and the lower portion (12) of the sleeper (10).

34. Railway track (100) according to the preceding claim, wherein the upper portion (14) of the sleeper (10) comprises a through opening with a first zone opening onto the upper face of the upper portion (14) and a second zone, facing the lower portion (12) of the sleeper (10), wherein the fixing means (30) comprise a fixing rod (30a) with a first end retained in the second zone of the opening, a guide element (30b) arranged above the upper portion (14), next to the rail (20) and around the fixing rod (30a), an elastic element (30c) surrounding the fixing rod (30a) pressing on the base of the rail (20) and on said guide element (30b), and a nut (30d) cooperating with the second threaded end of the fixing rod (30a).

35. Railway track (100) according to claim 32 or claim 33, with sleepers (10) according to claim 24, wherein said guide element (30b) is arranged next to the rail (20), said elastic element (30c) further bearing on the base of the rail (20), wherein said fixing means (30) comprise said screw, said guide element (30b), said elastic element (30c) and said nut (30d).

36. Railway track (100) according to claim 32, with sleepers (10) according to one of claims 9 to 13, in which said fixing means (30) cooperate with the heel (14c) of the upper portion (14) of the sleeper (10) and with one of said rails (20), without contact between said fixing means (30) and the lower portion (12) of the sleeper (10).

37. Railway track (100) according to the preceding claim, in which the fixing means (30) comprise, for each rail (20), two rods of fixing (16a) with a first threaded portion (16a1), two dowels (141) mounted in an opening (14c2) extending over the entire height of the upper portion (14) at the location of the heel (14c), each fixing rod (16a) having its first threaded portion (16a1) screwed into a dowel (141).

38. Railway track (100) according to claim 32, with sleepers (10) according to one of claims 14 to 17, wherein said fixing means (30) cooperate with one of said rails (20), the upper portion (14) of the sleeper (10) and the lower portion (12) of the sleeper (10).

39. Railway track (100) according to the preceding claim, in which the fixing means (30) comprise, for each rail (20), two fixing rods (16a) having a first threaded section (16a1) arranged in a through passage (12d) of the lower portion (12) and a second intermediate section (16a3) arranged in an opening (14c3) of the heel (14c) of the upper portion (14), and an insert (143) in the form of a sleeve forming a seal arranged in said opening (14c3) of the heel (14c) of the upper portion (14) and around said second intermediate section (16a3).

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