WO2020191447A1

WO2020191447A1 - Rail mounting device and method for its use

Info

Publication number: WO2020191447A1
Application number: PCT/AU2020/050291
Authority: WO
Inventors: Liam TURBET
Original assignee: Delkor Rail Pty Ltd
Current assignee: Delkor Rail Pty Ltd
Priority date: 2019-03-26
Filing date: 2020-03-26
Publication date: 2020-10-01
Anticipated expiration: 2021-09-26

Abstract

A vehicle rail mounting device (10) is disclosed. comprising base formations (18, 20, 22), which are assembled to form one component, with elastomer (32) therebetween. The lower formation is bottom plate (18) which is adapted to be supported on a rail substrate, and the upper plates (20, 22) are adapted for the vehicle rail to be mounted thereon. The bottom plate (18) is a generally elongate and rectangular-shaped, in which there are two adjacent, generally rectangular-shaped central cavities (24, 26). The bottom plate (18) comprises a four-sided perimetrical wall (42) shaped like a frame, which has an interior-facing surface and the cavities (24, 26) are separated by an elongate barrier element in the form of an internal wall (44) which is arranged to be transverse to the major elongate axis of the bottom plate (18), so that the internal wall (44) spans the width of the central cavity.

Description

RAIL MOUNTING DEVICE AND METHOD FOR ITS USE

Technical Field [0001] This disclosure relates generally to vehicle rail mounting device for mounting a vehicle rail, such as a train rail, on a rail substrate, such as a ground surface, timber or concrete sleepers, or a ground-based concrete slab. In particular, the disclosure relates to the design of product castings and materials with improved operational properties when securing rails to a rail substrate. The disclosure is concerned with the features of the apparatus as well as methods for assembly of such apparatus.

Background of the Disclosure

[0002] In the railway industry, it is desirable to reduce vibrations and resultant noise caused by the movement of train wheels rolling on railway tracks. Historically, the vibrations of a moving train have been transmitted through the rails to the supporting substrate, which may, for example, be a formed concrete ground surface.

[0003] A known rail mounting device used for facilitating the reduction of such transmitted vibrations and noise includes an uppermost plate, an elastomeric element positioned below the uppermost plate, and a bottom frame which is located thereunder. The elastomeric element is disposed on the bottom frame, and the uppermost plate is seated on the elastomeric element. The elastomeric element is positioned in such a way as to isolate the uppermost plate and bottom frame from each other, in an effort to reduce the transmission of vibration to the supporting substrate.

[0004] The uppermost plate is typically made of cast metal, and it various includes rail- securing formations (for example, threaded holes or bores) used for anchoring clips or other suitable devices used to attach the rail onto the uppermost plate. The bottom frame of the rail mounting device is also adapted for anchoring of the device onto the rail substrate by various fixing means.

[0005] The elastomeric element of such rail mounting devices is designed to allow some movement of the uppermost plate to which the rail is fastened relative to the bottom frame. The elastomeric element provides resilience in all directions of movement, which reduces the dynamic stress on the substrate anchoring elements (for example, screw spikes or threaded rods) which only pass through the bottom frame, and which is/are isolated from movement of the uppermost plate by the elastomeric element. The arrangement can deliver lower vibration and a reduction in ground-borne noise, and thereby also can reduce fatigue and failure of the substrate anchoring elements, while ensuring a high degree of rail stability.

[0006] In order to support and stabilise a rail which has been mounted thereon, the rail mounting device is required to be positioned underneath the rail. As a result of this positioning, a primary disadvantage of the known product is that it restricts the extent to which height of the rail can be minimised above the surround substrate or ground. Because of the inherent height of the known rail mounting devices for vibration attenuation, and the fact that these devices are only used in certain location along the length of a rail line, means that it is usual to need civil works and other groundwork preparation, so as to make sure that the line is located at an even height along its length, or at least travels with a smooth gradient along its length. The excavation of channels, or preparing framework shuttering for concrete pours (to provide a step up or down in concrete height level) comes at considerable extra cost, and such tasks can be complex and time-consuming as well as involving a lot of manhandling with the potential for back injury or pinching of fingers, and so on.

[0007] For satisfactory performance in vibration attenuation, the known rail mounting devices use a layered structure, principally comprising metallic elements, which are necessarily of considerable weight due to the dynamic stresses involved in carrying and supporting a railway train. The movement of such heavy metal objects during transportation, manual handling and installation comes with increased cost as well as risk of injury to workers involved with such products. [0008] In this specification, unless the context indicates otherwise, a reference to a vehicle is a reference to a vehicle adapted to travel along, and be guided by, rails. Summary of the Disclosure

[0009] In a first aspect, embodiments are disclosed of a vehicle rail mounting device which is adapted for mounting a vehicle rail on a rail substrate, the device including:

- two spaced-apart base formations, said base formations when assembled together forming part of at least one base component, the first base formation adapted to be supported on the rail substrate, and the second base formation being adapted for the vehicle rail to be mounted thereon; and

- at least one elastomeric bearing element adapted to be disposed between the first and second base formations; wherein:

- the first base formation is a body comprising a perimeter side wall extending around and defining a central cavity, and wherein an elongate barrier element is arranged to extend from one part of an interior surface of the side wall located in the central cavity to another part of said side wall interior surface, thereby defining at least two adjacent cavities within the body of the first base formation; and

- the or each cavity having a seating formation configured such that a portion of the second base formation is able to be received and seated thereinto during assembly of the base component. [0010] The present inventor has created a new type of vehicle rail mounting device which is defined by side wall extending around and defining a central cavity, and a barrier element which spans that central cavity which is connected to opposing sides of the interior side wall. The inventor has discovered that the placement of an internal wall in the central cavity of the bottom plate can confer greatly improved operational advantages on the bottom plate, such as an unexpectedly greater inherent material strength and resilience.

[0011] In certain embodiments, said barrier element is integrally formed with the body of the first base formation.

[0012] In certain embodiments, said barrier element is a part of the body of the first base formation, formed by casting. [0013] In certain embodiments, both the perimeter side wall and the barrier element of the first base formation are provided with an uppermost in use lip arranged to extend inwardly into the cavity, said lip having an edge which defines a mouth of the cavity. [0014] In certain embodiments, a combined cross-sectional area defined by the mouth of each of the said cavities of the first base formation represents more than 75% of its uppermost in use surface, as defined by an exterior of the perimeter side wall of the first base formation. [0015] In certain embodiments, the body of the second base formation comprises a top plate arranged in use to cover an opening into the or each cavity, the underside surface of the top plate being provided with a lowermost lip, which is arranged in use to extend inwardly and be received into the or each cavity, said lip having an edge which also defines the shape of the mouth of the cavity.

[0016] In one form of this, the uppermost in use lip of both the perimeter side wall and the barrier element of the first base formation provides a seat for the lowermost in use lip of the second base formation, when the second base formation is received into the first base formation during assembly of the base component.

[0017] In certain embodiments, the elastomeric bearing element is bonded to a respective one or both of the base formations.

[0018] In certain embodiments, the elastomeric bearing element is arranged to extend at least partially along the uppermost in use lip of both the perimeter side wall and the cavity-separating barrier element of the first base formation.

[0019] In certain embodiments, the elastomeric bearing element is formed of a resiliently flexible material which is in contact with each of the base formations, such that the second base formation is supported by the elastomeric bearing element atop the first base formation. In one form of this, the elastomeric bearing element is natural rubber which is vulcanised (bonded) to one of the base formations. [0020] In certain embodiments, the second base formation is comprised of a plurality of discrete top plates, each one being arranged in use to cover the opening of a respective cavity of the first base formation by being received and seated thereinto during assembly of the base component. Such embodiments are an alternate form to those in which the second base formation comprises a single top plate to cover the openings of two (or more) of the cavities in the first base formation.

[0021] In certain embodiments, the or each cavity of the first base formation is a through-hole which extends from an opening in an in use uppermost surface of said body to an opening located at an in use underside surface which faces the rail substrate. In certain embodiments, the first base formation can comprise a hollow body with a completely open base cross-section which faces the rail substrate. In certain alternative embodiments, the first base formation may be comprised of a closed base cross-section. [0022] In certain embodiments, the mounting device includes rail connectors for connecting the rail to the rail mounting device. The rail connectors used can be selected from a number of known types and styles, and these can be fastened to the body of the second base formation (in the form of a fastener located at the one or more top plates), and also fastened to the rail itself.

[0023] In certain embodiments, the first base formation includes at least one attachment formation to facilitate attachment of said first base formation to the rail substrate. In certain alternative embodiments, each of the parts of the base component includes at least one attachment formation to facilitate attachment of the base component to the rail substrate.

[0024] In certain embodiments, the or each attachment formation includes a hole for receiving a fastener. In certain embodiments, the or each hole for receiving a fastener is elongated to permit positional adjustment of the or each hole relative to the substrate.

[0025] In certain embodiments, fasteners are positioned via one or more through-holes located in the first base formation, or through holes located in the assembled base component, in use said through-hole(s) being aligned with respective reception hole(s) located in the rail substrate. In certain embodiments, the fasteners include one or more of the group comprising: a screwspike, threaded rod, and bolt.

[0026] In certain embodiments, the rail substrate includes one or more of the group comprising: timber sleeper, concrete sleeper and concrete slab.

[0027] In certain embodiments, said base formations and said elastomeric bearing element are manufactured through separate processes, and are assembled with each other into a single body, by processes which include one or more of the group comprising: fastening, fusion, gluing, moulding, adhesion and vulcanisation.

[0028] In a second aspect, embodiments are disclosed of a method of assembling a vehicle rail mounting device, the method comprising the steps of: (i) obtaining base formations and an elastomeric bearing element as defined in the first aspect, each of which are manufactured through separate processes; and subsequently (ii) assembling said formations and element with each other by application of heat and/or adhesive to form a single base component.

[0029] In certain embodiments, the application of heat or adhesive will involve processes from the group comprising: fusion, gluing, moulding and vulcanisation.

[0030] In a third aspect, embodiments are disclosed of a rail mounting device which is adapted for mounting a vehicle rail on a rail substrate, the device including:

- the first base formation is a body arranged with at least two adjacent through- holes which extend from an opening in an in use uppermost surface of said body to an opening located at an in use underside surface of the body which faces the rail substrate, said through-holes being separated by a portion of the body of the first base formation; and - the or each through-hole has a seating formation configured such that a portion of the second base formation is able to be received and seated thereinto during assembly of the base component. [0031] The present inventor has created a new type of vehicle rail mounting device which is defined by the use of a first base component which does not require the use of a central cavity fitted with a bottom plate i.e. no lowermost underside solid surface which faces the rail substrate in use. In the embodiments provided herein, this cavity can be in the form of an open, frame-like structure with two square-shaped through- holes located on either side of a portion of the body of the first base formation - in a preferred embodiment, the portion of the body is the barrier element or internal wall which spans the open centre of the base component, and is connected to opposing sides of the interior side wall. The inventor has discovered that the placement of an internal wall / barrier element over the central cavity of the first base formation can confer greatly improved operational advantages on the bottom plate, such as an unexpectedly greater inherent material strength and resilience. This meant that the body of the first base formation need not require a solid lower surface, and thus could be lighter and cheaper to make. [0032] In certain embodiments, the vehicle rail mounting device of the third aspect has some of the features which were defined for the first aspect.

[0033] In a fourth aspect, embodiments are disclosed of a vehicle rail mounting device which is adapted for mounting a vehicle rail on a rail substrate, the device including:

- one elastomeric bearing element adapted to be disposed between the first and second base formations;

wherein the first base formation is a body arranged with at least two adjacent cavities extending thereinto, the or each cavity having a seating formation configured such that a portion of the second base formation is able to be received and seated thereinto during assembly of the base component, said cavities being separated by a cavity-separating portion of the body of the first base formation.

[0034] The present inventor has created a new type of vehicle rail mounting device which is defined by the use of one elastomeric bearing element used to form the base component, and to provide the necessary shock absorbance. When the term“one” elastomeric bearing element is used herein, it refers to the use of a unitary type, or a single type, or a single-layer of elastomer selected for use and placed between the base formations when assembling the base component, which is simpler than the known arrangements which often necessitate multi-layer elastomers, which can significantly increase the vertical height dimension of the rail mounting device. The present inventor has discovered that the placement of an internal wall / barrier element / cavity separating portion can confer greatly improved operational advantages on the bottom plate, such as a greater inherent vibration attenuation due to its structural stiffness. This meant that the body of the first base formation need not require complex or multi-layer elastomer or shock absorber pads.

[0035] In certain embodiments, the vehicle rail mounting device of the fourth aspect has some of the features which were defined for the first aspect.

[0036] The present inventor has created a new vehicle rail mounting device which has greater applicability than the conventional devices, as a useful part of a track fastening system involving special track forms including turnouts, crossovers, points, diamond crossings and expansion switches to provide high vibration attenuation. It is believed that because the device provides a very low dynamic to static stiffness ratio, it can achieve a comparatively higher degree of vibration and secondary noise attenuation at these more complex rail interchange elements, as well as having the other advantages which have been identified in the following detailed description. The device is also able to find use in order to secure a normal rail pair or a third rail, or any number of other configurations.

[0037] Aspects, features, and advantages of this disclosure will become apparent from the following detailed description when taken in conjunction with the accompanying drawings, which are a part of this disclosure and which illustrate, by way of example, principles of any inventions disclosed.

Description of the Figures

[0038] The accompanying drawings facilitate an understanding of the various embodiments which will be described: [0039] Figure 1 is a front, upper, perspective, schematic view of a vehicle rail mounting device in accordance with one embodiment of the present disclosure; the device is depicted in an unassembled (exploded) view to show details of the component parts; [0040] Figure 2 is an assembled (unexploded) view of the vehicle rail mounting device according to Figure 1;

[0041] Figure 3 is a top, plan view of the device according to Figure 2, when viewed in the direction of Arrow T. The broken line indicates that the device is of indefinite length;

[0042] Figure 4 is a side elevational view of the device according to Figure 2, when viewed in the direction of Arrow S; [0043] Figure 5 is an end elevational view of the device according to Figure 2, when viewed in the direction of Arrow E;

[0044] Figure 6 is a cross-sectional, side elevational view of the device according to Figure 2 when taken on the line and in the direction indicated by the arrows A-A, which is aligned with the elongate axis of the device, as shown in Figure 3;

[0045] Figure 7 is a more detailed cross-sectional, side elevational view of the device according to Figure 6, when the portion shown in Circle C is viewed more closely; [0046] Figure 8 is a cross-sectional, end elevational view of the device according to Figure 6, when taken on the line and in the direction indicated by the arrows B-B, which is orthogonal to the elongate axis of the device; [0047] Figure 9 is a front, upper, perspective, schematic view of a first base formation portion of a vehicle rail mounting device in accordance with the embodiment of that device shown in Figure 1; of the component parts, the first base formation is the lowermost one, when deployed in use; [0048] Figure 10 is a top, plan view of the device according to Figure 9, when viewed in the direction of Arrow T. The broken line indicates that the device is of indefinite length;

[0049] Figure 11 is a side elevational view of the device according to Figure 9, when viewed in the direction of Arrow S;

[0050] Figure 12 is an end elevational view of the device according to Figure 9, when viewed in the direction of Arrow E; [0051] Figure 13 is a front, upper, perspective, schematic view of a vehicle rail mounting device in accordance with another embodiment of the present disclosure; the device is depicted in an assembled (unexploded) view, and ready for deployment;

[0052] Figure 14 is a top, plan view of the device according to Figure 2, when viewed in the direction of Arrow T. The broken line indicates that the device is of indefinite length;

[0053] Figure 15 is a side elevational view of the device according to Figure 2, when viewed in the direction of Arrow S;

[0054] Figure 16 is an end elevational view of the device according to Figure 2, when viewed in the direction of Arrow E; and [0055] Figure 17 is a front, upper, perspective, schematic view of a vehicle rail mounting device in accordance with another embodiment of the present disclosure; the device is depicted in an unassembled (exploded) view to show details of the component parts.

Detailed Description

[0056] Referring to Figures 1 and 2, a device 10 is shown which is adapted for fixedly mounting a vehicle rail, of the type typically used by locomotive trains, onto a rail substrate, for example a track foundation such as timber or concrete sleepers, or a concrete slab, or a combination thereof.

[0057] The vehicle rail mounting device 10 which is shown in Figures 1 and 2 comprises three main components, being a first and second base formation, and an elastomeric bearing element located therebetween. The first base formation is shown in the form of a generally elongate, rectangular-shaped bottom plate 18, in which there are two adjacent, generally rectangular-shaped central cavities 24, 26 visible, when the plate 18 is viewed from above, in plan. Those cavities 24, 26 are rectangular in shape, and are effectively cut-out sections which extend through the depth of the plate 18 from its top surface 30 through to its bottom surface.

[0058] In effect, the body of the bottom plate therefore comprises a four-sided perimetrical wall 42 shaped like a frame, which extends around the outside of, and defines, a centrally-located cavity or hollow centre volume. The perimetrical wall 42 has an interior-facing surface (that is, it faces toward the hollow centre volume). Depending on the requirements, any number of central cavities can be defined within that centrally-located cavity by the placement of internal walls therewithin. The particular example of two centrally-located, adjacent, square-shaped cavities 24, 26 as depicted in the Figures shows those cavities as being separated by an elongate barrier element in the form of an internal wall 44 which is arranged to be transverse to the major elongate axis of the bottom plate 18, so that the internal wall 44 spans the width of the central cavity. The internal wall 44 extends between two points on opposing sides of the interior-facing surface of the perimetrical wall 42, those points being respectively located midway along the two longest sides of the bottom plate 18.

[0059] The internal wall 44 shown in the Figures is elongate, and formed to be of a thin cross-sectional width material. In the example shown, the internal wall 44 is generally of the same height and width as any of the four sides of the perimetrical wall 42 which defines the bottom plate 18. In effect, the internal wall 44 can be viewed as an extension of the perimetrical side wall 42, and shaped as a bridge located within, as well as spanning, the central cavity of the bottom plate 18. In the example shown, the internal wall 44 is arranged to be adjacent to each of the two cavities 24, 26, and therefore functions as a cavity-separating portion of the bottom plate 18.

[0060] In further examples, there can be any number of internal walls located within the central cavity and arranged to define multiple, separate cavities. Depending on the shape and the outer perimeter dimensions of the bottom plate, those cavities may be defined using various other shapes and configurations when viewed from above in plan, as determined by the position of one or more internal walls. Typically each of said internal walls or barrier elements will therefore be arranged adjacent to, and located between, any two cavities that are located within the central cavity of the bottom plate.

[0061] The inventor has discovered that the placement of an internal wall 44 in the central cavity of the bottom plate to extend from one part of the interior surface of the perimetrical wall 44 to another part of said interior surface (and to thereby define and to separate two cavities 24, 26, as illustrated), can confer greatly improved operational advantages on the bottom plate 18. If the internal wall 44 is integrally formed with the body of the bottom plate 18, for example by casting the internal wall 44 at the time when the remainder of the bottom plate 18 is also being cast from metal, it will be a part of the body of the bottom plate 18. In experimental trials, the use of such an integral elongate element was found to deliver an unexpectedly greater inherent material strength and resilience to the bottom plate. Many of the advantages which flow from this, are described at the end of this description section.

[0062] The bottom plate 18 can be attached in use to the track foundation by screw spikes (not shown) which are driven downwardly through four elongate apertures 12 which are arranged in pairs and located as a part of a flange 14 which protrudes from each end 16, 17 of the bottom plate 18 of the assembled device 10. The bottom plate 18 is typically made from cast iron. In Figures 13 to 16, a different embodiment of flange 14A is shown which extends from the sides rather than from the elongate ends of the bottom plate 18A. In this embodiment, the four elongate apertures 12A are arranged in pairs and located as a part of the flange 14A which protrudes from the sides of the bottom plate 18A of the assembled device 10 A.

[0063] A second base formation is shown in the form of two cast iron top plates 20, 22 each of which are mounted in use to provide a closure over a respective, corresponding sized opening 24, 26 leading into a cavity 28, which extends into the bottom plate 18. These openings 24, 26 into the cavity 28 are located in the upper surface 30 of the bottom plate 18. In further examples, there can be any number or shape of discrete top plates, each of which (when viewed from above in plan) is arranged to provide a closure over a respective, correspondingly-sized and shaped opening of a cavity that extends into the bottom plate.

[0064] As is best shown in Figures 6 to 8, both the perimeter side wall 42 and the cavity-separating internal wall 44 of the bottom plate 18 are provided with an uppermost in use lip which is shaped so that it extends inwardly into a respective cavity 24, 26, with an edge 34, 35 which is frusto-conical in shape to define a mouth of a respective cavity 24, 26. The use of inwardly tapering frusto-conical shape of the inner surface of those cavities is a configuration which can neatly seat a tapering frustoconical shape 36, 37 of the lowermost surface 38, 40 of the top plates 20, 22 when they are received and seated thereinto during assembly of the vehicle rail mounting device 10.

[0065] Each of the discrete top plates 20, 22 which are used to cover the opening of a respective cavity 24, 26 of the bottom plate in use, has an underside surface 38, 40 provided with a lowermost in use lip, which is shaped to extend inwardly and be received into a respective cavity 24, 26. In the present example, these lips have an edge 36, 37 which is frusto-conical in shape, to match the shape of the edge 34, 35 of the mouth of each cavity 24, 26. [0066] As a result, the spaced-apart, frusto-conical surface edges 34, 35 that are formed as a part of the upper surface 30 of the opening(s) 24, 26 in the bottom plate 18 provide a seat for a respective opposed, mating frusto-conical shaped edges 36, 37 of the lowermost surface 38, 40 of each of the two top plates 20, 22 as they are each received thereinto during the assembly process.

[0067] As can be seen in the Figures, moving in a downward direction, each of the frusto-conical surfaces tapers in shape, so that the cross-sectional area of the or each cavity opening 24, 26 in the bottom plate 18 become smaller, as does the cross-sectional area of the lowermost surface 38, 40 of the or each top plate 20, 22. In one form of this, the cross-sectional area of the or each cavity 24, 26 at its narrowest end can be just 75% of the cross-sectional area defined by an exterior of the perimeter side wall 42 of the bottom plate 18, to provide a sufficiently tapered seating arrangement for the top plate(s) 20, 22 when fitted into the cavities 24, 26 in the bottom plate 18.

[0068] Other complementary shapes of projection (from the top plate(s)) and recess (extending into the bottom plate) are possible which allow the top plate(s) to become securely seated at the bottom plate, for example a complementary curved edge or step shaped edge which can be seated in a curved or step-shaped ledge.

[0069] Typically, the top plates 20, 22 and the bottom plate 18 are manufactured through separate processes, for example casting of the various shaped structures. Subsequently, these two cast parts along with the thin, single-layer elastomeric bearing element are assembled to form a unitary base component for use as part of avehicle rail mounting device 10. Assembly processes used to form such a unitary body by joining the various parts can involve heating and/or adhesion steps such as fastening, fusion, gluing, moulding, adhesion and vulcanisation.

[0070] When a rail is used for supporting train wheels in the conventional manner, as the train moves along the rail it applies a vertically downward force to the rails as a result of the weight of the train and its contents, but also applies lateral forces in the outward and inward directions, as a result of engagement, including frictional engagement, between the wheels and rail, as a result of the movement of the train, over undulating terrain, and also around bends. [0071] While the various assembly processes outlined above have their applications, in relation to train movements on rails, it is known that a layer of elastomeric material in a vehicle rail mounting device can function as a bearing element between the top plate(s) and the bottom plate, designed to absorb impact shock and vibration.

[0072] As forces are applied via the train wheels to the rail, these forces are transmitted from the rail to the rail fastener, then to the top plate(s) 20, 22, and then to the elastomeric material (which functions as a bearing element), and then via the elastomeric bearing element to the bottom plate 18 which is mounted to the rail substrate. The elastomeric bearing element therefore has an important role to play because these materials can withstand greater deformation and deflection than rigid materials can. [0073] The discrete top plates 20, 22 will be held in place to cover the opening of a respective cavity 24, 26 of the bottom plate by the third main component of the vehicle rail mounting device 10, being the elastomeric bearing element. In one form, the elastomeric bearing element is made of a flexible and resilient material, for instance natural rubber, which is heat-formed so as to become a thin layer which is sandwiched between respective, opposed, mating and spaced-apart frusto-conical surfaces 34, 35 that are formed as a part of the upper surface 30 of the opening(s) 24, 26 in the bottom plate 18, and also as a respective frusto-conical shaped part 36, 37 of the lowermost surface 38, 40 of each of the two top plates 20, 22. [0074] During its assembly, a single layer of one type of elastomeric material 32 is vulcanised (heated and bonded) to each of the opposed, mating and spaced-apart frusto- conical surfaces 34, 36 and 35, 37 in order to join the bottom plate 18 to the two top plates 20, 22 together, so that the top plate(s) 20, 22 are supported by the elastomeric material 32 on top of the bottom plate 18.

[0075] The unvulcanised, raw elastomeric material is initially arranged to extend at least partially along the uppermost edge of the perimetrical side wall 42, and the internal wall 44 of the bottom plate 18, to thus extend around the frusto-conical surfaces 34, 35 that are formed as a part of the upper surface 30 of the opening(s) 24, 26 in the bottom plate 18. During the manufacturing process, the elastomeric bearing element is hot bonded to the top plates 20, 22 and to the bottom plate 18. With the option of being able to use various types of elastomeric bearing materials, it can also be possible to apply heat and/or adhesive such as fusion, gluing and moulding to also get a satisfactory result.

[0076] When the vehicle rail mounting device 10 is deployed, the bottom plate 18 is attached in use to the rail substrate, via the four elongate apertures 12 that have been previously described as a part of an attachment formation in the form of a flange 14 which protrudes from each end 16, 17 of the bottom plate. The elongate apertures 12 are used for receiving a fastener. The apertures are elongate so that it is possible to adjust the position of the fastener, in case an obstruction of some kind is encountered to making good engagement in the rail substrate. Typical fasteners include one or more of the group comprising: a screwspike, threaded rod, and bolt, and typical examples of a rail substrate includes one or more of the group comprising: timber sleeper, concrete sleeper and concrete slab.

[0077] In the embodiment shown in the Figures, each cavity 24, 26 is present as a through-hole which extends from its opening in the uppermost surface 30 of the bottom plate 18 through to an opening which is located at an underside surface of the bottom plate 18, which in use faces the rail substrate. In some alternative embodiments, the cavities which extend into the uppermost flat surface 30 of the bottom plate 18 are present as closed-end cavities (in the sense that they extend to a lowermost, basal wall of the bottom plate, which itself faces onto the rail substrate).

[0078] In the embodiment shown in Figures 1 to 16, a plurality of discrete top plates 20, 22 are arranged in use to cover the opening of a respective cavity 24, 26 of the bottom plate 18 and to be received and seated thereinto during assembly of the vehicle rail mounting device 10. Figure 17 depicts an alternative embodiment of a single piece flat upper surface top plate 21 which has an underside surface provided with the same lowermost in use lips and other shape features found with the discrete top plates 20, 22 (as previously shown in Figures 1 to 16), and which are shaped to extend inwardly, and be received and seated into the same openings of the two cavities 24, 26 in the bottom plate 18. In some instances, a longer length top plate can be useful to stably support complex rail track work or multiple lines.

[0079] In certain embodiments, the mounting device includes rail connectors for connecting the rail to the vehicle rail mounting device 10. The rail is seated on, and supported by, the top plate(s) 20, 22 in use. The rail connectors used can be selected from a number of known types and styles, and deployed via use of a fastener which is secured into at least one of the two top plates 20, 22, typically via a fastener mounting hole 46. Another fastener which is located on the rail connector is then engaged onto the rail itself.

[0080] From the aforementioned disclosure in this specification, it will be understood that at least some embodiments of the apparatus provide one or more of the following advantages, in comparison to the conventional apparatus:

• In manufacturing, the first base formation 18 part of the base component can be cast or be otherwise formed in a process so as to have multiple cavity openings 24, 26 which are separated when in position by a respective barrier element in the form of the wall portion 44 which is present as an integral piece of the first base formation 18, (such as an internal wall, cross-bar, bridge or strut).

• By making this first base formation 18 as a single, integrated component, there is no need to manufacture a separate piece (the cross-bar, tie-bar, bridge or strut), and then to undertake an assembly process to join that extra component with the remainder of the first base formation (for example by welding or gluing).

• A first base formation 18 which has an integrally formed barrier element, for example in the form of an internal wall 44 (or other barrier element nomenclature such as a cross-bar, tie-bar, bridge or strut) imparts much greater strength and rigidity to the base formation 18 when compared to other designs of first base formation which either have no barrier element / internal wall at all, or which have an internal wall which is attached to the component by a separate process after the casting of the first base formation. In particular, this improvement in strength and rigidity is demonstrated when the base formation is placed under the huge loads experienced in use (for example, supporting a pair of rails during movement of a freight train).

• Because the first base formation 18 is manufactured with an integrally formed internal wall 44 (or cross-bar, tie-bar, bridge or strut) so as to be inherently structurally stronger when compared to prior art examples, it also means that the first base formation can be made comparatively smaller in its overall dimensions (for example, the thickness and height of the side wall(s) and the internal wall can be reduced). If the overall height profile of the resulting base component can be lowered, so as to become closer in height to adjacent baseplates, it means that there is less need for groundwork preparation along the length of a rail line, which is otherwise normally required to ensure that the rail line is located at an even height above the rail substrate, along its length. Adjacent rail mounting devices of uneven height normally require civil works to be done to prepare the support surface. For example, framework shuttering for concrete pours (to provide a step up or down in concrete height level) is complex and time- consuming. A smaller height difference between the adjacent baseplates can be more easily compensated for by using a graded transition in concrete level as the rail substrate.

• Additionally, the integrally formed internal wall 44 (or cross-bar, tie-bar, bridge or strut) of the base formation 18 allows it to be moved by lifting involving engagement with that internal wall, for example by crane hook, or forklift tyne, whereas using the internal wall as a lifting point in a non-integral, assembled unit could be a highly dangerous activity because the welds or joints are much more likely to suffer a failure, and to cause a lifting accident.

• If the first base formation part 18 of the base component is cast (or otherwise formed) to have cavity openings 24, 26 separated by an internal wall 44, the wall can also provide an additional upper surface for supporting the elastomeric material which is vulcanised thereto. Having the extra support for the rubber being disposed between the top plates 20, 22 and the bottom plate 18 of the base component can provide the device 10 with reduced vibration and less deflection therebetween (better seating of the components), resulting in less fatigue and longer service life in comparison with conventional items.

• Finally, because the first base formation 18 is manufactured with an integrally formed internal wall 44 (or cross-bar, tie-bar, bridge or strut) so that the first base formation 18 can be made comparatively smaller in its overall dimensions (for example, the thickness and height of the side wall(s) and the internal wall can be reduced to make the formation more compact), it also reduces the amount of materials needed. While clearly this can reduce the total cost of the materials used in manufacturing, there are other flow-on effects such as reduced transportation or shipping costs, easier and safer manual handling and installation. Smaller items are also easier to manufacture and, in fact it is likely that an automated casting process can be used for manufacturing smaller base formations.

[0081] In the foregoing description of certain embodiments, specific terminology has been resorted to for the sake of clarity. However, the disclosure is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes other technical equivalents which operate in a similar manner to accomplish a similar technical purpose. Terms such as "upper" and "lower", "above" and "below" and the like are used as words of convenience to provide reference points and are not to be construed as limiting terms.

[0082] In this specification, the word“comprising” is to be understood in its“open” sense, that is, in the sense of“including”, and thus not limited to its“closed” sense, that is the sense of“consisting only of’. A corresponding meaning is to be attributed to the corresponding words“comprise", "comprised" and "comprises" where they appear.

[0083] A reference in this specification to any prior publication or information is not, and should not be taken as, an acknowledgement or admission or any form of suggestion that the prior publication or information forms part of the common general knowledge in the field of endeavor to which this specification relates. [0084] The preceding description is provided in relation to several embodiments which may share common characteristics and features. It is to be understood that one or more features of any one embodiment may be combinable with one or more features of the other embodiments. In addition, any single feature or combination of features in any of the embodiments may constitute additional embodiments.

[0085] Furthermore, the inventions have described in connection with what are presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not to be limited to the disclosed embodiments, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the inventions. Also, the various embodiments described above may be implemented in conjunction with other embodiments, e.g., aspects of one embodiment may be combined with aspects of another embodiment to realise yet other embodiments. Further, each independent feature or component of any given assembly may constitute an additional embodiment.

Claims

1. A vehicle rail mounting device which is adapted for mounting a vehicle rail on a rail substrate, the device including:

- the first base formation is a body comprising a perimeter side wall extending around and defining a central cavity, and wherein an elongate barrier element is arranged to extend from one part of an interior surface of the side wall located in the central cavity to another part of said side wall interior surface, thereby defining at least two adjacent cavities within the body of the first base formation;and

- the or each cavity having a seating formation configured such that a portion of the second base formation is able to be received and seated thereinto during assembly of the base component.

2. A vehicle rail mounting device as claimed in claim 1, wherein said barrier element is integrally formed with the body of the first base formation.

3. A vehicle rail mounting device as claimed in claim 1 or claim 2, wherein said barrier element is a part of the body of the first base formation, formed by casting.

4. A vehicle rail mounting device as claimed in any one of the preceding claims, wherein both the perimeter side wall and the barrier element of the first base formation are provided with an uppermost in use lip arranged to extend inwardly into the cavity, said lip having an edge which defines a mouth of the cavity.

5. A vehicle rail mounting device as claimed in claim 4, wherein a combined cross- sectional area defined by the mouth of each of the said cavities of the first base formation represents more than 75% of a total cross-sectional area of its uppermost in use surface, as defined by an exterior of the perimeter side wall of the first base formation.

6. A vehicle rail mounting device as claimed in claim 4 or claim 5, wherein the body of the second base formation comprises a top plate arranged in use to cover an opening into the or each cavity, the underside surface of the top plate being provided with a lowermost lip, which is arranged in use to extend inwardly and be received into the or each cavity, said lip having an edge which also defines the shape of the mouth of the cavity.

7. A vehicle rail mounting device as claimed in claim 6, wherein the uppermost in use lip of both the perimeter side wall and the barrier element of the first base formation provides a seat for the lowermost in use lip of the second base formation, when the second base formation is received into the first base formation during assembly of the base component.

8. A vehicle rail mounting device as claimed in claim 7, wherein the elastomeric bearing element is bonded to a respective one or both of the base formations.

9. A vehicle rail mounting device as claimed in any one of claims 4 to 8, wherein the elastomeric bearing element is arranged to extend at least partially along the uppermost in use lip of both the perimeter side wall and the cavity-separating barrier element of the first base formation

10. A vehicle rail mounting device as claimed in any one of claims 4 to 9, wherein the elastomeric bearing element is formed of a resiliently flexible material which is in contact with each of the base formations, such that the second base formation is supported by the elastomeric bearing element atop the first base formation.

11. A vehicle rail mounting device as claimed in any one of claims 4 to 10, wherein the elastomeric bearing element is natural rubber which is vulcanised (bonded) to one of the base formations.

12. A vehicle rail mounting device as claimed in any one of claims 4 to 11, wherein the second base formation is comprised of a plurality of discrete top plates, each one being arranged in use to cover the opening of a respective cavity of the first base formation by being received and seated thereinto during assembly of the base component.

13. A vehicle rail mounting device as claimed in any one of the preceding claims, wherein the or each cavity of the first base formation is a through-hole which extends from an opening in an in use uppermost surface of said body to an opening located at an in use underside surface which faces the rail substrate.

14. A vehicle rail mounting device as claimed in any one of the preceding claims, wherein the first base formation includes at least one attachment formation to facilitate attachment of said first base formation to the rail substrate.

15. A vehicle rail mounting device as claimed in any one of the preceding claims, wherein each part of the base component includes at least one attachment formation to facilitate attachment of the base component to the rail substrate.

16. A vehicle rail mounting device as claimed in any one of the preceding claims, wherein fasteners are positioned via one or more through-holes located in the or each base formation, in use said through-hole(s) being aligned with respective reception hole(s) located in the rail substrate.

17. A vehicle rail mounting device as claimed in any one of the preceding claims, wherein said base formations and said elastomeric bearing element are manufactured through separate processes, and are assembled with each other into a single body, by processes which include one or more of the group comprising: fastening, fusion, gluing, moulding, adhesion and vulcanisation.

18. A method of assembling a vehicle rail mounting device, the method comprising the steps of: (i) obtaining base formations and an elastomeric bearing element as defined in any one of claim 1 to claim 16, each of which are manufactured through separate processes; and subsequently

(ii) assembling said formations and element with each other by application of heat and/or adhesive to form a single base component.

19. A vehicle rail mounting device as claimed in claim 18, wherein the application of heat or adhesive will involve processes from the group comprising: fusion, gluing, moulding and vulcanisation.

20. A vehicle rail mounting device which is adapted for mounting a vehicle rail on a rail substrate, the device including:

- the first base formation is a body arranged with at least two adjacent through- holes which extend from an opening in an in use uppermost surface of said body to an opening located at an in use underside surface of the body which faces the rail substrate, said through-holes being separated by a portion of the body of the first base formation; and

- the or each through-hole has a seating formation configured such that a portion of the second base formation is able to be received and seated thereinto during assembly of the base component.

21. A vehicle rail mounting device as claimed in claim 20, wherein the device has the features as claimed in any one of the preceding claims 2 to 12, or claims 14 to 17.

22. A vehicle rail mounting device which is adapted for mounting a vehicle rail on a rail substrate, the device including:

23. A vehicle rail mounting device as claimed in claim 22, wherein the device has the features as claimed in any one of the preceding claims 2 to 12, or claims 14 to 17.