Rail Fastening System

Abstract

A rail fastening system for fastening a rail on a subsurface, preferably a ballastless track, comprises at least one retaining element for mounting the rail on the subsurface. The retaining element has an angle guide plate that, in the assembled state, is configured to divert transverse forces from the rail into the subsurface and a shoulder part that, in the assembled state, is configured to butt together with the angle guide plate and to lie in a recess of the subsurface in a positive-locking manner.

Description

TECHNICAL FIELD

The invention relates to a rail fastening system for fastening a rail to a subsurface, preferably a ballastless track. The rail fastening system has an angled guide plate, which is configured to divert transverse forces from the rail into the subsurface.

BACKGROUND

Fastening railway tracks to concrete ties using so-called “angled guide plates” is known. The angled guide plates contribute to the transfer of transverse wheel forces into the concrete by means of a positive-locking connection with corresponding recesses, also designated as “corrugations.” DE 101 39 198 A1 describes such a fastening for a rail element. Each of the angled guide plates described therein as a “coupling link” rests with a stop surface against a base plate. At the same time, they engage in corresponding recesses of the concrete tie.

For high-speed lines, lines with increased requirements for noise reduction, vibration damping and the like, for example in tunnels or for underground railways, tracks and switches are laid on a so-called “ballastless track.” The ballastless track is usually a flat, continuous concrete slab, which serves as a subsurface for the tracks instead of a superstructure made of ballast. To fasten a rail track on a ballastless track, rail bearing plates and intermediate plates, which are at least partially flexible, are typically used. When a wheel of the rail vehicle rolls over the rail, the running rail or stock rail deflects due to the flexible mounting, which dampens noise and vibrations.

In order to use the rail fastening system with angled guide plate(s) described above on a ballastless track, a height compensation of, for example, at least 20 mm must be provided for structural reasons, since this type of track cannot be built completely level, in particular in the case of a continuous concrete surface.

If the rail track or its rail bearing plate, also designated as the “slide chair plate,” is then lifted by a height compensation plate, it must be ensured that the transverse wheel force is still transmitted securely into the concrete via the angled guide plate(s).

To solve this problem, WO 2007/082553 A1 proposes that the angular guide plates is not to be fixed in position by means of projections and corresponding recesses in the subsurface, but by means of support brackets that are fastened to the subsurface laterally next to the angular guide plates.

A disadvantage of such system is that the support brackets require a separate fastening, implemented by screws and plugs. While this means that a total of four screw/plug fastenings are required per anchorage, the conventional system without support brackets requires only two fastenings, since the tensioning clamp and the angle guide plate are fastened simultaneously with one screw. Based on component tolerances and manufacturing tolerances, in particular of the concrete body, it is also difficult in the state of the art to distribute the transverse force evenly over the several installed fastening elements. In this sense, the system is technically over-determined according to WO 2007/082553 A1.

SUMMARY

One object of the disclosure is to provide an improved rail fastening system for fastening a rail to a subsurface, preferably a ballastless track, in particular to provide height compensation in a structurally simple manner.

The object is achieved with a rail fastening system as claimed.

The rail fastening system serves to fasten a rail to a subsurface. The subsurface is preferably a ballastless track, such as a concrete base. However, the rail fastening system can also be used on other bases, such as railway ties.

The rail fastening system has at least one retaining element for mounting or bracing the rail on the subsurface. The rail fastening system is preferably used in pairs; that is, preferably two rail fastening systems are provided per anchorage, which brace the rail or a rail bearing plate against the subsurface in the transverse direction on the left and right.

Here, the “transverse direction” designates the direction perpendicular to the plane formed by the longitudinal direction of the rail and the direction of gravity. The transverse direction thus corresponds to the main direction of extension of a railway tie in the assembled state. It should be noted that the designations “top,” “bottom,” “vertical,” “perpendicular,” “transverse,” “longitudinal,” etc. are clearly defined herein, since the rail and the rail fastening system are generally used in a clear position in the assembled state.

The retaining element comprises: an angle guide plate that is configured to divert transverse forces from the rail into the subsurface in the assembled state; and a shoulder part that is configured to, in the assembled state, butt together with the angle guide plate, preferably essentially in the transverse direction, and to lie in a recess of the subsurface in a positive-locking manner.

In other words, the shoulder part acts as a modular extension of the rail fastening system, allowing the use of conventional retaining elements even in the case of height compensation, for example through application of a spacer plate. This means that no additional fasteners using screws and plugs are required. Any component tolerances and manufacturing tolerances, in particular in the subsurface, can be easily compensated and are essentially balanced automatically during the process of installation or bracing.

It should be noted that the components presented herein, such as the shoulder part, angled guide plate and the like, may be not only one-piece, but also multi-piece, unless a one-piece design is explicitly stated. If this refers to a positive-locking connection, a partial form closure is sufficient; that is, at least parts of the contours or geometries of the components involved correspond to each other.

Preferably, the shoulder part has a recess that is designed and dimensioned for the flush support of the angled guide plate, in particular of any projection on the underside thereof, by which the transverse force is transferred from the angled guide plate to the shoulder part in a particularly secure and reliable manner. For example, the projection or the shape of the underside of the angled guide plate is designed in such a manner that, in the case of a subsurface with conventional corrugated geometry, it lies in the corresponding recess in the subsurface in a positive-locking manner. In this manner, no modifications whatsoever need to be made to the retaining element to be applicable in conjunction with the shoulder part.

Preferably, the shoulder part has a underside that is configured to rest on a bottom of the recess of the subsurface, along with an outer (viewed in the transverse direction and relative to the rail) side wall, which extends obliquely outwards from the underside at an angle and is configured to rest against a corresponding wall of the recess, by which a secure and structurally simple form closure is realized.

Preferably, the angle between the underside and the outer side wall is selected such that a transverse force that is slightly inclined downwards is applied to the outer side wall at an angle in the range of 45° and 90°, preferably in an essentially perpendicular manner. In this manner, the transverse wheel forces transmitted by the rails via the angled guide plate and the shoulder part are securely and reliably dissipated to the subsurface.

Preferably, the shoulder part also has an inner side wall (viewed in the transverse direction and relative to the rail), which extends obliquely inwards from the underside at an angle, such that the shoulder part has a trapezoidal cross-section (perpendicular to the longitudinal extension of the rail). Such an improvement of the form closure optimizes the fit of the shoulder part and the precision of the bracing.

The rail fastening system preferably has a spacer plate for mounting between the rail and the subsurface. The spacer plate enables the compensation of any component tolerances and manufacturing tolerances, in particular of the concrete body in the case of a ballastless track. The rail fastening system described herein allows such height compensation without the need for modifications to the rail fastening system.

It should be noted that the term “between” covers both a direct, contacting relationship and an indirect spatial arrangement. In the case of the embodiment set forth above, this means that the spacer plate does not have to be in direct contact with the rail or the subsurface, but that other components, plates and the like can be arranged in between.

Thus, the rail fastening system preferably has a rail bearing plate that is configured to hold the rail, wherein the rail is in contact with the rail bearing plate in the assembled state, is fastened thereon by a rail holder and the angled guide plate butts together with one end face of the rail bearing plate. The rail bearing plate is, for example, a shaped part made of steel. The rail bearing plate may have a rail holding section, which determines the position of the rail on the rail bearing plate and contributes to holding the rail. The rail is also preferably braced against the rail bearing plate by one or more rail tensioning clamps and/or rail tensioning brackets. In this case, the rail holding section, the rail tensioning clamp and the rail tensioning bracket form an exemplary realization for a rail holding device that is configured to fasten the rail to the rail support plate. The rail fastening system described here also allows the compensation of different types and dimensions of rail bearing plates in terms of height.

Preferably, the rail fastening system has at least one intermediate plate made of a flexible material, preferably with a dynamic stiffness of approximately 200 kN/mm or less, wherein the intermediate plate is arranged between the subsurface and the rail bearing plate in the assembled state. The intermediate plate improves the mounting of the rail bearing plate and serves to decouple impact and noise between the rail and the rail subsurface. Such a decoupling of impact and noise is particularly effective and useful in the case of a ballastless track. Furthermore, the rail fastening system described here also allows the compensation of different types and dimensions of intermediate plates in terms of height.

Preferably, the retaining element has a tensioning clamp that is configured to press the rail, preferably by contacting the rail bearing plate, with a defined force onto the subsurface and/or the angled guide plate. For this purpose, the retaining element may be formed so that its tensioning clamp engages over the ends of the rail bearing plate or a rail foot and presses downward. In this manner, the rail is held in the upright direction. The tensioning clamp is preferably formed with a high vertical fatigue strength, wherein the exact shape, material thickness and spring constant can vary depending on the application.

Preferably, the angle guide plate is configured for the defined determination of the position and location, and for supporting the tensioning clamp. In this manner, the desired holding forces can be reliably and permanently realized and the transverse forces occurring during operation can be reliably diverted.

Preferably, the retaining element has a plug and a screw-shaped fastening element, which is anchored in the subsurface by the plug. Particularly preferably, the retaining element is configured in such a manner that the plug can be turned out of the rail subsurface from above. Thus, all components can be replaced in an easy manner. This applies in particular also if the plug is embedded in a subsurface made of concrete. The maintenance of the rail fastening system, the replacement of components, etc. can be carried out without destroying or damaging the subsurface.

The object set forth above is further achieved by a railway track comprising a rail and at least one rail fastening system in accordance with the above description, wherein the rail is mounted on a subsurface, preferably a ballastless track, by the rail fastening system.

The features, technical effects, advantages and exemplary embodiments described in relation to the rail fastening system apply analogously to the railway track.

Preferably, the rail is mounted on the subsurface by two rail fastening systems per anchorage that are opposite each other in the transverse direction. In other words, the rail fastening system is preferably used in pairs, by which the rail or a rail bearing plate is braced against the subsurface in a transverse direction on the left and right.

Preferably, the rail is part of a switch. The rail fastening system can be located, for example, in the tongue section, closure rail section and/or frog section of a switch. The rail fastening system is universally adaptable and at the same time ensures the reliable transmission of force, in particular transverse force, from the wheel of a rail vehicle to the subsurface.

Further advantages and features of the present invention can be seen from the following description of preferred exemplary embodiments. The features described there may be implemented on their own or in combination with one or more of the features set out above, provided that the features are not contradictory. The following description of the preferred exemplary embodiments is given with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a cross-sectional view of a rail fastening system for a rail mounted on a ballastless track.

FIG. 2 is an enlargement of section A of FIG. 1.

DETAILED DESCRIPTION

In the following, preferred exemplary embodiments are described using the figures. Thereby, elements in the figures that are identical, are similar or have similar effects are marked with identical reference signs, and a repeated description of such elements is sometimes omitted in order to avoid redundancies.

The rail fastening system, presented in FIGS. 1 and 2, has a rail bearing plate 1, also designated as a “slide chair plate,” to support a rail 2 mounted on it. The rail bearing plate 1, for example, is a shaped part made of steel and, together with other components of the rail fastening system, serves to anchor the rail 2 securely to a subsurface 3, which is preferably a ballastless track made of concrete.

In the present exemplary embodiment, the rail 2 is located in the area of a switch. For this reason, FIG. 1 shows an additional rail section 2′ at two positions. The rail section 2′ rests on a corresponding section of the rail bearing plate 1 and is adjustable in the transverse direction (the left/right direction in the presentation in FIG. 1). It should be noted that the rail fastening system can also be used outside a switch, in normal track areas. The exact shaping of the rail bearing plate 1 can be adapted to the respective application environment and rail geometry.

The rail bearing plate 1 has a rail holding section la that determines the position of the rail 2 on the rail bearing plate 1 and contributes to the holding of the rail 2. The rail 2 is also braced against the rail bearing plate 1 by one or more rail tensioning clamps 1b and/or rail tensioning brackets 1c. The rail holding section 1a, the rail tensioning clamp 1b and the rail tensioning bracket 1c form an exemplary realization for a rail holding device that is configured to fasten the rail 2 to the rail bearing plate 1.

An intermediate plate 4, which is part of the rail fastening system made of a flexible material, can be arranged between the rail bearing plate 1 and the subsurface 3. The intermediate plate 4 is, for example, a highly elastic plate made of an elastomer and preferably has a dynamic stiffness of approximately 200 kN/mm or less. The intermediate plate 4 guarantees the optimum mounting of the rail bearing plate 1 and serves to decouple impact and sound between the rail 2 and the subsurface 3.

Furthermore, the rail fastening system has a spacer plate 5, also designated as the “height compensation plate,” which is preferably located under the intermediate plate 4 in order to compensate for any height tolerances of the subsurface 3. The spacer plate 5 can be made of metal or plastic.

The intermediate plate 4 and the spacer plate 5 may also be realized together by a single plate, in this case also designated as a “spacer plate,” in order to make it clear that such plate can have different thicknesses depending on the position of application, in order to compensate for any differences in the height of the subsurface 3, which arise in particular in the case of a ballastless track. Preferably, the height compensation through the spacer plate 5 is up to 20 mm.

The rail bearing plate 1 is fixed in its position on the subsurface 3 via two retaining elements 6. On each side in the transverse direction, one of the retaining elements 6 (more precisely, their angled guide plates 8 described below) is positioned flush in front of one end face of the rail bearing plate 1. The contacting end faces of the rail bearing plate 1 and the retaining elements 6 can have corresponding shapes (projections, recesses, etc.) in order to achieve a positive-locking connection. In this manner, the longitudinal migration of the rail bearing plate 1 is prevented. The retaining elements 6 and/or the rail bearing plate 1 can have other or additional means for a positive-locking and/or force-fitting connection to ensure that the rail bearing plate is securely held on the subsurface 3.

Each of the retaining elements 6 has a tensioning clamp 7 that engages over the ends of the rail bearing plate 1 and presses it against the subsurface 3 with a defined force. In this manner, the rail bearing plate 1 is held in the vertical direction. The tensioning clamps 7 are formed with an optimum tension force and a high vertical fatigue strength, wherein the exact shape, material thickness and spring constant can vary depending on the application.

Each of the retaining elements 6 also has an angle guide plate 8, each of the undersides of which has a projection 8a. The projection 8a or the shape of the underside of the angled guide plate 8 is designed in such a manner that, in the case of conventional installation, it would lie in the corresponding recess of the subsurface, for example on a railway tie with conventional corrugated geometry, in a positive-locking manner. The angled guide plates 8 serve the purpose of the defined guidance and support of the tensioning clamps 7, and are shaped in such a manner that the transverse wheel forces are diverted outwards into the subsurface 3.

Each of the angled guide plates 8 has a passage opening 8b, through which a corresponding fastening element 9 passes. In the present exemplary embodiment, the fastening element 9 is formed as a screw that is anchored in the subsurface 3 via a plug 10. All components of the rail fastening system are both braced against each other and anchored to the subsurface 3 by tightening the screw-shaped fastening element 9.

In this exemplary embodiment, the angled guide plate 8 is in direct contact with the rail bearing plate 1. Alternatively, the angled guide plate 8 can be inserted into a frame provided for this purpose (not shown), in order to, for example, be able to equip the rail fastening system in a modular manner with different types of angled guide plates 8.

In order to be able to divert the transverse wheel forces arising during operation securely into the subsurface 3 via the angled guide plates 8, even in the event of height compensation by a spacer plate 5, an intermediate plate 4 and the like, the rail fastening system also has two shoulder parts 11, which are positioned on each side in the transverse direction flush in front of a corresponding angled guide plate 8.

The shoulder parts 11 lie in a corresponding recess 3a of the subsurface 3 in a positive-locking manner. The shape of the recesses 3a, that is, the corrugated geometry, is generally different from that of a rail fastening system without height compensation, that is, in particular from that of a conventional tie.

Each of the shoulder parts 11, in turn, has a recess 11a, which is configured and dimensioned for the flush support of the angled guide plates 8. For this purpose, the recess 11a corresponds, for example, approximately to a conventional corrugated geometry, such that, in the assembled state, the projection 8a of the angled guide plate lies in the recess 11a in a positive-locking and/or force-fitting manner.

According to a special embodiment, the shoulder parts 11 have an underside 11b (see FIG. 2) that rests on the bottom of the recess 3a of the subsurface 3. Starting from the underside 11b, side walls 11c viewed in the transverse direction extend in a trapezoidal manner, that is, diagonally upwards. These are in surface contact with the corresponding walls of the recess 3a, thus achieving a form closure between the recess 3a and the shoulder part 11. The form closure, in particular the angle between the underside 11b and the outer side wall 11c, is selected in such a manner that the transverse force F (see FIG. 1), which is inclined slightly downwards, is securely dissipated to the subsurface 3 without the anchorage tending to come loose. Preferably, the transverse force F and the outer side wall 11c form an angle in the range of 45° to 90°, particularly preferably essentially or near 90°.

The shoulder part 11 thus functions as a modular extension of the rail fastening system, which allows the use of retaining elements 6 of conventional design and composition even in the case of height compensation as described herein. In particular, no additional fasteners using screws and plugs are required. For each rail 2, two retaining elements 6, whose fastening elements 9 simultaneously clamp and fasten the corresponding tensioning clamps 7, angled guide plates 8 and shoulder parts 11, are sufficient. Any component tolerances and manufacturing tolerances, in particular in the subsurface 3, can be easily compensated and are essentially balanced automatically during the process of bracing.

The rail fastening system presented herein is particularly suitable for installation on a ballastless track formed from concrete, wherein the plugs 10 are embedded in the concrete and can be removed and replaced at any time after installation without dismantling the rail bearing plate 1. Thus, all components can be replaced in an easy manner. It should be noted that the rail fastening system can also be used on conventional railway ties without a spacer plate 5 and/or an intermediate plate 4.

While the present invention has been described with reference to exemplary embodiments, it will be readily apparent to those skilled in the art that the invention is not limited to the disclosed or illustrated embodiments but, on the contrary, is intended to cover numerous other modifications, substitutions, variations and broad equivalent arrangements that are included within the spirit and scope of the following claims.

RAIL TENSIONING CLAMP

1c Rail tensioning bracket

2 Rail

2′ Rail section

3 Subsurface

3a Recess

4 Intermediate plate

5 Spacer plate

6 Retaining element

7 Tensioning clamp

8 Angle guide plate

8a Projection

8b Passage opening

9 Fastening element

10 Plug

11 Shoulder part

11a Recess

11b Underside

11c Side wall

F Transverse force

Claims

1. A rail fastening system for fastening a rail on a subsurface, comprising

a retaining element for mounting the rail on the subsurface, wherein the retaining element has an angle guide plate that, in an assembled state, is configured to divert transverse forces from the rail into the subsurface and a shoulder part that, in the assembled state, is configured to butt together with the angle guide plate and to lie in a recess of the subsurface in a positive-locking manner.

2. The rail fastening system according to claim 1, wherein the subsurface is a ballastless track.

3. The rail fastening system according to claim 1, wherein the shoulder part has a recess that is configured and dimensioned for flush support of the angle guide plate.

4. The rail fastening system according to claim 1, wherein the shoulder part has a recess that is configured and dimensioned for flush support of a projection on an underside of the angle guide plate.

5. The rail fastening system according to claim 1, wherein the shoulder part has

an underside that is configured to rest on a bottom of the recess of the subsurface, and

an outer side wall, which extends obliquely outwards from the underside at an angle and is configured to rest against a corresponding wall of the recess.

6. The rail fastening system according to claim 5, wherein the angle between the underside and the outer side wall is greater than 90 degrees.

7. The rail fastening system according to claim 5, wherein the angle between the underside and the outer side wall is between 120±15 degrees.

8. The rail fastening system according to claim 5, wherein the shoulder part further has an inner side wall which extends obliquely inwards from the underside at an angle, such that the shoulder part has a trapezoidal cross-section.

9. The rail fastening system according to claim 1, further comprising a spacer plate for mounting between the rail and the subsurface.

10. The rail fastening system according to claim 1, further comprising

a rail bearing plate that is configured to hold the rail, wherein, in the assembled state, the rail is in contact with the rail bearing plate, the rail is fastened on the rail bearing plate by a rail holder, and the angle guide plate butts together with an end face of the rail bearing plate.

11. The rail fastening system according to claim 10, further comprising

at least one intermediate plate made of a flexible material,

wherein, in the assembled state, the intermediate plate is arranged between the subsurface and the rail bearing plate.

12. The rail fastening system according to claim 11, wherein the flexible material has a dynamic stiffness of 200 kN/mm or less.

13. The rail fastening system according to claim 1, wherein the retaining element has a tensioning clamp that is configured to press the rail with a defined force onto the subsurface.

14. The rail fastening system according to claim 1, wherein the retaining element has a tensioning clamp that is configured to press the rail with a defined force onto the subsurface via the angled guide plate.

15. The rail fastening system according to claim 14, wherein the angle guide plate supports and determines a position and location of the tensioning clamp.

16. The rail fastening system according to claim 1,

wherein the retaining element has a plug and a screw-shaped fastening element,

the screw-shaped fastening element being anchored in the subsurface by the plug.

17. A railway track with a rail and at least one rail fastening system according to claim 1, wherein the rail is mounted on a subsurface by the rail fastening system.

18. A railway track with a rail, wherein the rail is mounted on a subsurface by two rail fastening systems as in claim 1 that are opposite each other in a transverse direction.

19. The railway track as in claim 17, wherein the rail is part of a switch.