DE102019210289A1 - Ballast-plastic composite body - Google Patents

Abstract

Ballast-plastic composite body (1; 1 '; 1a, 1b), comprising ballast stones (2) and plastic (3) located between the ballast stones and connecting the ballast stones, the ballast-plastic composite body (1; 1'; 1a, 1b) has the shape of a plate, a track bed and track body (20; 21; 30), comprising the ballast-plastic composite body, a method for producing the ballast-plastic composite body and a method for producing a track bed.

Description

The present invention relates to a ballast-plastic composite body, a track bed and a track body, having the ballast-plastic composite body, a method for producing the ballast-plastic composite body and a method for producing a track bed.

Between two sections that are not rigidly connected to one another and on which a track bed is arranged, there is a transition in which the sections can be moved relative to one another and / or where the sections have different settlement behavior. Transition areas are always exposed to special loads due to different elasticities and stiffnesses. Such transitions can also be found in road construction or hydraulic engineering / earthworks.

• - bei Wechseln des Baugrunds bzw. des Unterbaus,
• - beim Übergang von Kunstbauten auf Erdbauten, nach Bahnübergängen
• - bei Wechseln in der (Gleis)Oberbauform
• - zwischen Brückenteilen (Dehnungsfuge),
• - bei Deich-/ Dammkonstruktionen

ergeben unterschiedliche Schwingungsanregungen und auf den Übergang wirkende dynamische Belastungen. Konstruktionsbedingt kommt es bei Übergangsbereichen zu einer stufenförmigen Änderung der Elastizität. Die Folge sind unerwünschte Auswirkungen auf die jeweils verwendeten Komponenten und die Baugründe. Dieses beeinflusst die Qualität im Übergang zu und in den angrenzenden Bereichen der Abschnitte und erfordert Instandhaltungsmaßnahmen (wie zum Beispiel erhöhter Schotterverschleiß).Different elasticities between two sections and different load transfer options, e.g. (also the other way around or in combination)

• - when changing the subsoil or substructure,
• - at the transition from engineering structures to earthworks, after level crossings
• - when changing the (track) superstructure
• - between bridge parts (expansion joint),
• - for dike / dam constructions

result in different vibration excitations and dynamic loads acting on the transition. Due to the design, there is a gradual change in elasticity in transition areas. The result is undesirable effects on the components used and the building site. This influences the quality in the transition to and in the adjacent areas of the sections and requires maintenance measures (such as increased ballast wear).

• - Starres oder teilstarres Verkleben der Schottersteine untereinander (https://www.gremmler.de/systeme/schotterverklebung/)
• - Einbringen von Unterschottermatten (http://www.calenberg-ingenieure.de/pr-gleisbauunterschottermatten-gleisbettmatten-lmfs-usm-g-1023.htm)
• - Geogitter (https://prestogeo.us6.listmanage.com/track/click?u=98969490d8cc67906f7499661&id=90201c1ddc&e=b23a9 d1892)
• - Verschäumung des gesamten Lastabtragbereichs unterhalb einer Schwelle (https://www.hyperion-ip.eu/dursys/durflex/)

Various options are known from the literature that are intended to optimize these weak points:

• - Rigid or partially rigid gluing of the ballast stones to one another (https://www.gremmler.de/systeme/schotterverkleung/)
• - Insertion of sub-ballast mats (http://www.calenberg-ingenieure.de/pr-gleisbauunterschottermatten-gleisbettmatten-lmfs-usm-g-1023.htm)
• - Geogrid (https://prestogeo.us6.listmanage.com/track/click?u=98969490d8cc67906f7499661&id=90201c1ddc&e=b23a9 d1892)
• - Foaming of the entire load transfer area below a threshold (https://www.hyperion-ip.eu/dursys/durflex/)

The goals of these processes are to influence the dynamic forces acting on the body, to improve the settlement behavior, to reduce vibrations, to decouple structure-borne noise, to adjust stiffnesses, to extend maintenance intervals, at best to make them superfluous or at least to temporarily fix the bulk material.

The most common, permanent method to date for optimizing transitions are damping mats that are installed between the upper bulk material and the base layer. Due to the design, the prerequisite and specification of the manufacturer, so that quality losses in the construction and thus possibly losses of effectiveness are avoided, is that the base layer on which these damping mats (e.g. sub-ballast mats from Getzner) are clean ("swept clean") must so that the relatively thin mats are not destroyed by sharp stones or similar in the structure.
In addition, the guidelines of Deutsche Bahn AG, e.g. Ril 836, also provide for a supporting lateral limitation for this application to prevent the otherwise potentially possible flow (through the dynamically introduced forces / frequencies) of the ballast excited above the base ballast or a damping layer to prevent.

One object of the invention is to improve the settlement behavior of a transition between two sections (i.e. the area in which the movement takes place), e.g. between different construction sites in a track section. Another object is to better compensate for a relative movement of parts of a substructure relative to one another in the area of a transition.

The object is achieved with a ballast-plastic composite body, a track bed and a track body, a method for producing the ballast-plastic composite body and a method for producing a track bed according to the independent claims. Advantageous embodiments are specified in the dependent claims and in this description.

The invention provides a ballast-plastic composite body, comprising ballast stones and plastic located between the ballast stones, which is selected from a polyurethane foam or a synthetic resin.

The plastic connects the ballast stones.

The ballast-plastic composite body can have various shapes, in particular the shape of a polyhedron, preferably a cuboid.

In another embodiment, the ballast-plastic composite body preferably has the shape of a plate.

• - Die Verwendung von Polyurethan zur Verbindung von Schottersteinen im Gleisbau ist an sich bekannt. Von der vorliegenden Erfindung wird aber ein beweglicher Verbundkörper bereitgestellt, der in Bereichen eines Übergangs bzw. einer Schwachstelle im Untergrund des Oberbaus gezielt platzierbar ist und mit einer darauf liegenden Schotterschicht kombiniert werden kann. Die Erfindung stellt eine bewegliche Platte bereit, da diese an einem vom Einsatzort oder Einbauort verschiedenen Ort hergestellt werden kann und kann somit auch zeitlich abweichend zum eigentlichen Einbau vorher stattfinden. Dieses ist insbesondere bei der Verwendung von Polyurethanen vorteilhaft. Die Vorproduktion ermöglicht eine völlig wetterunabhängige, industrielle Produktion.
• - Der erfindungsgemäße Schotter-Kunststoff-Verbundkörper (nachfolgend auch „Verbundkörper“) kann auf oder über einem Unterbau angeordnet werden und dort einen Übergang überdecken, was nachfolgend noch näher beschrieben wird. Auf dem Verbundkörper kann weiterer Schotter (z.B. Oberschotter/ Verfüllschotter) aufgeschüttet werden, dessen Schottersteine nicht durch Kunststoff verbunden sind, aber dennoch- nach Stopfen, mit verklebbarem Material (z.B. TPH STARRGLEIS SIL, http://www.tph-bausysteme.com/injektionstechnik/polymerstabilisierendegeoinjektion-psgir/starrgleis-sil) verbunden werden können, wenn gewünscht.

• - Die Erfindung ermöglicht es, durch die Art des erfindungsgemäßen Verbundkörpers und erfindungsgemäßer Verfahren, konstruktionsbedingte Nachteile des Standes der Technik abzumildern oder zu überwinden. Durch die Erfindung wird die Untergrundbeanspruchung geringer. Auch die Filterstabilität zu enggestuften Sanden ist weiterhin gewahrt.
• - Die Erfindung verringert durch Temperaturänderungen, Eisenbahnbetrieb und Bodensetzungen entstehende Lageänderungen im Gleisbett, vermindert Vibrationen durch Reduzierung sich aus Lageänderungen ergebender Gleislagefehlstellen/ Schwellenhohllagen.
• - Da die Lagestabilität eines Schüttgutes im Bereich eines Übergangs, insbesondere im Umfeld einer Fuge, verringert ist, verhindert der Verbundkörper Bewegungen im direkten Bereich und reduziert Bewegungen der darüber befindlichen Komponenten, auch unterhalb der Schwelle und im Stopfbereich. Gleiches gilt auch auf setzungsgefährdeten Abschnitten außerhalb von Übergängen.
• - Die Erfindung ermöglicht, dass der Verbundkörper baustellengerecht und ohne übermäßig große Zerstörungsgefahr an den vorgesehenen Einbauort verbracht und gezielt und dauerhaft platziert werden kann. Der Verbundkörper kann wetterunabhängig hergestellt werden und bei Bedarf verwendet werden.
• - Bei Anwendung der Erfindung zwischen zwei Brückenteilen und über einer Brückenfuge unterhalb eines Gleisbettes wird die Elastizität im Übergang im Verhältnis zu den daneben befindlichen Abschnitten nicht oder unwesentlich verändert, da sich die tragende, kraftableitende Funktion weiterhin aus dem Schotterkorngerüst im Verbundkörper herleitet und sich somit nicht von den

One or more of the following advantages are achieved by the invention in one or more of its general or special embodiments, which also name preferred uses of the invention:

• - The use of polyurethane to connect ballast stones in track construction is known per se. The present invention, however, provides a movable composite body which can be placed in a targeted manner in areas of a transition or a weak point in the subsurface of the superstructure and can be combined with a layer of gravel lying on it. The invention provides a movable plate, since this can be produced at a location different from the place of use or installation and can therefore also take place beforehand at a different time from the actual installation. This is particularly advantageous when using polyurethanes. Pre-production enables industrial production that is completely independent of the weather.
• The ballast-plastic composite body according to the invention (hereinafter also “composite body”) can be arranged on or above a substructure and cover a transition there, which is described in more detail below. Further ballast (e.g. top ballast / backfill ballast) can be poured onto the composite body, the ballast stones of which are not connected by plastic, but nevertheless - after plugging, with adhesive material (e.g. TPH STARRGLEIS SIL, http://www.tph-bausysteme.com/ injection technology / polymer stabilizing geoinjection-psgir / rigid track-sil) can be connected if desired.

• The invention makes it possible, through the nature of the composite body according to the invention and the method according to the invention, to mitigate or overcome construction-related disadvantages of the prior art. The invention reduces the stress on the subsoil. The filter stability on tightly stepped sands is also maintained.
• The invention reduces changes in position in the track bed caused by changes in temperature, railway operation and subsidence, and reduces vibrations by reducing the track position defects / sleeper hollow layers resulting from changes in position.
• Since the positional stability of a bulk material is reduced in the area of a transition, in particular in the vicinity of a joint, the composite body prevents movements in the direct area and reduces movements of the components located above it, also below the threshold and in the tamping area. The same applies to sections at risk of subsidence outside of transitions.
• The invention enables the composite body to be brought to the intended installation site in a manner suitable for the construction site and without an excessive risk of destruction, and to be placed in a targeted and permanent manner. The composite body can be produced regardless of the weather and used if necessary.
• - When using the invention between two bridge parts and over a bridge joint below a track bed, the elasticity in the transition in relation to the adjacent sections is not or only slightly changed, since the load-bearing, force-dissipating function is still derived from the gravel structure in the composite body and is therefore not of the

• - Die Erfindung kann auch, unabhängig von einem Übergang, auf freier Strecke zum Einsatz kommen, z.B. auf Abschnitten mit weniger tragfähigen Untergründen oder schwingungsübertragenden Untergründen, um Setzungen zu reduzieren
• - Das erfindungsgemäße Verfahren kann derart ausgestaltet sein, dass nach der Erstellung einer Baugrube eine Verbindung des Schotters mit dem Kunststoff, insbesondere eine Polyurethan-Verschäumung mit dem Schotter, industriell replizierbar und von Wettereinflüssen unabhängig ausgeführt werden kann.
• - Da der Schotter-Kunststoff-Verbundkörper eine hohe Lebensdauer aufweist, vom darüber liegenden Schotter gegen UV Einstrahlung geschützt ist, kann dieser auch bei der Instandhaltung, der Instandsetzung bzw. einem Gleisumbau dauerhaft im Gleisbett verbleiben. Eine Komplikation bei maschinellen Gleisumbauverfahren/ Bettungsreinigung, Schwellenwechsel findet gerade nicht statt.
• - Der Verbundkörper kann mit darauf aufgeschüttetem Schotter (Verfüll-/ Oberschotters) kombiniert werden, wie nachfolgend noch beschrieben. Sollte es dort zu Setzungen kommen, besteht weiterhin die Möglichkeit, mittels Gleistopfgeräten die Soll-Höhe komplikationslos wieder herzustellen.
• - Darüber hinaus, gerade auch im Übergangsbereich vorteilhaft, besteht auch die Möglichkeit, durch gezielte aufschäumende Kunststoff-Injektionen in den Bereich unter dem Verbundkörper, den Verbundkörper nachträglich bereichsweise millimetergenau anzuheben. Durch die unterseitige Ausgestaltung des Schotter-Kunststoff-Verbundkörpers als prinzipiell beweglicher, durch die vorherige Verschäumung jedoch nicht von unten durchdringbarer Verbundkörper kann ein Aufsteigen in den Verbundkörper selbst und den darüber liegenden Bereich verhindert werden, so dass über diesen Weg, die Gleis Soll-Höhe millimetergenau wieder hergestellt werden kann und ein Eindringen in den Verfüllschotter unmöglich ist. Im Nachgang ist ein normales Stopfen von auf dem Verbundkörper aufgebrachten Verfüll-/ Oberschotters weiterhin jederzeit möglich.
• - Der Verbundkörper hat vorzugsweise die gleiche Elastizität/ Steifigkeit wie eine Schotterschüttung, bei der die Schottersteine verdichtet jedoch nicht dauerhaft mittels eines Kunststoffes verbunden sind.
• - Die vorgesehene Elastizität im Schottergleis wird durch den erfindungsgemäßen Verbundkörper vorzugsweise nicht verändert. Vorzugsweise übernimmt ein Schottergerüst aus in dem Verbundkörper vorhandenen Schottersteinen die tragende Rolle.
• - Polyurethan in dem Verbundkörper wird vor UV Licht geschützt, wenn der Verbundkörper von weiterem Schotter bedeckt ist.
• - Der Verbundkörper kann zu mehreren Platten in der Länge, Breite und Höhe einfach und robust vereint werden.
• - Der Verbundkörper kann leicht auf Bahnwagen unter Einhalten der Regellichtraumprofile zur Baustelle transportiert und auf der Baustelle z.B. mittels Bagger unkompliziert und robust verlegt werden.
• - Der Verbundkörper kann so dimensioniert sein, dass er zwischen Schienen hindurch in eine vorbereitete Baugrube platziert werden kann.
• - Der Verbundkörper kann Steifigkeitsunterschiede ausgleichen und dieselbe Elastizität wie darüber liegender, nicht verschäumter Verfüllschotter aufweisen.
• - Im Zuge der Nutzungsdauer des Gleises ermöglicht die Erfindung eine einfache Instandhaltung (Stopfen, Reinigen) des Gleises, und der Verbundkörper muss auch im Zuge von Gleisarbeiten nicht entfernt werden.

The elasticities of the secondary sections or the grain structure above it differentiate.

• The invention can also be used on the open road, independently of a transition, for example on sections with less stable subsoil or vibration-transmitting subsoil, in order to reduce settlement
• The method according to the invention can be designed in such a way that, after the construction of a construction pit, a connection of the ballast to the plastic, in particular polyurethane foaming with the ballast, can be carried out in an industrially replicable manner and independently of weather influences.
• - Since the ballast-plastic composite body has a long service life and is protected from UV radiation by the ballast above it, it can remain permanently in the track bed even during maintenance, repairs or track renewal. A complication with mechanical track renewal procedures / ballast cleaning, sleeper change does not take place.
• - The composite body can be combined with ballast piled up on it (backfill / upper ballast), as described below. Should there be subsidence there, there is still the option of using Track tamping devices to restore the target height without complications.
• - In addition, particularly advantageous in the transition area, there is also the possibility of subsequently lifting the composite body with millimeter accuracy in certain areas by means of targeted foaming plastic injections into the area under the composite body. Due to the underside design of the ballast-plastic composite body as a principally movable composite body that cannot be penetrated from below due to the previous foaming, climbing into the composite body itself and the area above it can be prevented, so that the track's target height via this path can be restored with millimeter precision and penetration into the backfill gravel is impossible. Afterwards, a normal plugging of backfill / top gravel applied to the composite body is still possible at any time.
• The composite body preferably has the same elasticity / rigidity as a ballast bed, in which the ballast stones are compacted but not permanently connected by means of a plastic.
• - The intended elasticity in the ballast track is preferably not changed by the composite body according to the invention. A ballast frame made of ballast stones present in the composite body preferably takes on the load-bearing role.
• - Polyurethane in the composite body is protected from UV light when the composite body is covered by further gravel.
• - The composite body can be easily and robustly combined into several panels in length, width and height.
• - The composite body can easily be transported to the construction site on railway wagons, observing the standard clearance profiles, and can be laid easily and robustly on the construction site, for example by means of an excavator.
• - The composite body can be dimensioned so that it can be placed between rails into a prepared excavation.
• - The composite body can compensate for differences in stiffness and have the same elasticity as non-foamed filler gravel lying on top.
• In the course of the useful life of the track, the invention enables simple maintenance (tamping, cleaning) of the track, and the composite body does not have to be removed in the course of track work.

The composite body is an insulated body that is movable or transportable. It is preferably in the form of a movable or transportable plate.

The gravel is preferably made of hard rock such as basalt, diabase or granite. A grain size of 5 mm to 63 mm is preferred, more preferably 21.4 mm to 63 mm.

The plastic is preferably a multi-component plastic, i. H. a plastic that can be formed by combining several components or is formed from several components. Examples of several components are a prepolymer and a hardener, or a diol or polyol and a polyisocyanate. By choosing several components, the reaction time and foaming behavior can be controlled, provided the plastic has a foam structure. Furthermore, the mechanical properties of the composite body, for example rigidity, can be controlled through the choice of components. The plastic is preferably selected from a polyurethane (PU), in particular a PU foam, or a synthetic resin, for example a silicate resin or an epoxy resin.

Polyurethane (hereinafter also PU) is known in principle from the prior art in numerous variants and is known specifically for foaming ballast stones, for example from EP 1 619 305 or DE 10 2006 003 033 A1 .

The plastic fills the spaces between the ballast stones in the composite body. It is not absolutely necessary for all the spaces to be filled or completely filled, but this is advantageous.

The composite body preferably has at least one smooth or substantially smooth surface. A smooth surface is defined here as a surface from which no ballast stones protrude in whole or in part. In this case, surfaces are at least one, preferably all, outer surfaces of the composite body, in particular a composite body designed as a cuboid or plate.

The surface can be flat or alternatively have one or more indentations or bulges (bulges). Such can be arranged in the form of a regular pattern. One or more indentations or bulges are preferably present on one or more side surfaces. Lateral surfaces are preferably surfaces which are arranged around an upward-facing surface and which are arranged around a downward-facing surface and which have a smaller size (measured e.g. in m ² ) than the upward-facing surface and / or the downward facing surface. This preferably applies to a cuboid shape of the composite body.

A composite body can have the basic shape of a cuboid, wherein one or more indentations or bulges can be present on one or more sides of the cuboid, in particular on one or more side surfaces of the cuboid.

The composite body can have a shape on at least two opposite side surfaces which enables a positive connection to an adjoining composite body. For example, a groove can be provided on one side surface and a tongue on an opposite side surface. Other shapes are possible, for example a pattern of regular toothing or a puzzle pattern for connecting several composite bodies, in particular several plates, to one another.

In an alternative embodiment it can be provided that individual ballast stones partially protrude from one of the surfaces. In a preferred embodiment, however, this is not the case.

In one embodiment, ballast stones touch one another in the composite body. In a special embodiment, each ballast stone contact is in contact with at least one neighboring ballast stone, preferably with several neighboring ballast stones.

In one embodiment, the ballast stones form a tight packing in the composite body.

• - Breite: 200 bis 5000 mm, oder 600 mm bis 5000 mm, oder 600 mm bis 4000 mm, oder 600 mm bis 3000 mm, oder 600 mm bis 2700 mm.
• - Länge: 200 mm bis 5000mm, 500 mm bis 5000 mm.
• - Höhe: 50 mm bis 500 mm, oder 50 mm bis 400 mm, oder 50 mm bis 300 mm, oder 50 mm bis 200 mm, vorzugsweise 100 mm bis 200 mm, noch mehr bevorzugt 100 mm bis 150 mm.

Die Breite kann der Fahrbahnbreite entsprechen. Die Länge kann beliebig abgestimmt werden. All diese Längen-, Breiten- und Höhenbereiche sind untereinander beliebig miteinander kombinierbar; auch mehrlagige Ausführungen können höhenbezogen dargestellt werden.In one embodiment of the composite body, the composite body, in particular the plate, is cuboid. Other shapes, such as symmetrically trapezoidal in cross section, are possible. Exemplary external dimensions of a composite body, in particular a plate, are:

• - Width: 200 to 5000 mm, or 600 mm to 5000 mm, or 600 mm to 4000 mm, or 600 mm to 3000 mm, or 600 mm to 2700 mm.
• - Length: 200 mm to 5000 mm, 500 mm to 5000 mm.
• - Height: 50 mm to 500 mm, or 50 mm to 400 mm, or 50 mm to 300 mm, or 50 mm to 200 mm, preferably 100 mm to 200 mm, even more preferably 100 mm to 150 mm.

The width can correspond to the width of the roadway. The length can be adjusted as required. All of these length, width and height ranges can be combined with one another as required; Multi-layer designs can also be displayed in terms of height.

If the composite body is introduced into a track bed or track body, the length relates to the longitudinal direction of the track bed and the width to the transverse direction, i.e. H. the direction perpendicular to the direction of the track.

• ≤ 2140 mm,
• ≤ 2134 mm,
• ≤ 1676 mm,
• ≤ 1668 mm,
• ≤ 1600 mm,
• ≤ 1588 mm,
• ≤ 1581 mm,
• ≤ 1520 mm,
• ≤ 1435 mm,
• ≤ 1067 mm,
• ≤ 1000 mm,
• ≤ 950 mm,
• ≤ 914 mm,
• ≤ 900 mm,
• ≤ 981 mm,
• ≤ 762 mm,
• ≤ 760 mm,
• ≤ 750 mm,
• ≤ 600 mm.

In one embodiment, the composite body, in particular the plate, has one of the following widths:

• ≤ 2140 mm,
• ≤ 2134 mm,
• ≤ 1676 mm,
• ≤ 1668 mm,
• ≤ 1600 mm,
• ≤ 1588 mm,
• ≤ 1581 mm,
• ≤ 1520 mm,
• ≤ 1435 mm,
• ≤ 1067 mm,
• ≤ 1000 mm,
• ≤ 950 mm,
• ≤ 914 mm,
• ≤ 900 mm,
• ≤ 981 mm,
• ≤ 762 mm,
• ≤ 760 mm,
• ≤ 750 mm,
• ≤ 600 mm.

Suitable lower limits of the width, which can be combined with each of the upper limits mentioned, are 100 mm, 200 mm or 300 mm.

In this embodiment, the width of the composite body is preferably measured according to the gauge of the track. In Germany there is a gauge of 1 , 435m, so that a width of ≤ 1435 mm is advantageous for easy introduction of the prefabricated composite body. There is then the possibility of placing the respective composite body, in particular the respective plate (at least two plates are advantageous here to completely cover the track cross-section and the filling ballast), in a method according to the invention described below, through between the rails and into a prepared construction pit. The composite body can be inserted lengthways and positioned without turning. Of course, it is also possible to insert the composite body lengthways and then turn it horizontally or thread it in a tilted, angled position and, after passing the rail foot (auxiliary tie rods and suitcase blocks are preferably removed in the meantime before inserting the composite body), to pivot or turn or to push / pull under the rail from the middle to the outer edge. If space permits, this can also be imagined from the respective outer sides of the track towards the center. These widths can be combined with all of the lengths and heights mentioned above.

Prefabrication of the composite body / finished part (ex situ)

The composite body can be prefabricated in a manufacturing plant outside of the construction site. In terms of weight and dimensions, the composite body should preferably be dimensioned in such a way that it can be brought to the actual construction site with the available transport options (flat wagons, switch transport wagons, truck trailers), using conventional lifting technology (two-way excavator / crane (Kirow)) forehead / backward or can be fed from the siding and can then be brought into the open construction section in sections. For this purpose, conveyor belts (metal, plastic, natural fabric) can be provided at the factory under or in the composite body, preferably by inserting them into the mold before foaming. The foaming then makes them an integral part of the composite body. After aligning the composite body, these can be left on or in the composite body, either completely or cut off / separated on the sides (for easy resumption later in the case of dismantling), if necessary with the option of attaching to these interfaces by means of provided receiving points at a later point in time (removal at the end of the service life) with new transport devices. The conveyor belts can also be used to attach composite bodies to one another.

In one embodiment, the composite body has one or more depressions and / or elevations on the outside which is / are suitable for interacting with a form-fitting gripping tool. This makes it possible to lift, transport and / or put down the composite body with the gripping tool.

• ≤ (2140 - 78) mm,
• ≤ (2134 - 78) mm,
• ≤ (1676 - 78) mm,
• ≤ (1668 - 78) mm,
• ≤ (1600 - 78) mm,
• ≤ (1588 - 78) mm,
• ≤ (1581 - 78) mm,
• ≤ (1520 - 78) mm,
• ≤ (1435 - 78) mm,
• ≤ (1067 - 78) mm,
• ≤ (1000 - 78) mm,
• ≤ (950 - 78) mm,
• ≤ (914 - 78) mm,
• ≤ (900 - 78) mm,
• ≤ (981 - 78) mm,
• ≤ (762 - 78) mm,
• ≤ (760 - 78) mm,
• ≤ (750 - 78) mm,
• ≤ (600 - 78) mm.

In a further embodiment, the composite body, in particular a plate-shaped composite body, has one of the following widths:

• ≤ (2140 - 78) mm,
• ≤ (2134 - 78) mm,
• ≤ (1676 - 78) mm,
• ≤ (1668 - 78) mm,
• ≤ (1600 - 78) mm,
• ≤ (1588 - 78) mm,
• ≤ (1581 - 78) mm,
• ≤ (1520 - 78) mm,
• ≤ (1435 - 78) mm,
• ≤ (1067 - 78) mm,
• ≤ (1000 - 78) mm,
• ≤ (950 - 78) mm,
• ≤ (914 - 78) mm,
• ≤ (900 - 78) mm,
• ≤ (981 - 78) mm,
• ≤ (762 - 78) mm,
• ≤ (760 - 78) mm,
• ≤ (750 - 78) mm,
• ≤ (600 - 78) mm.

Suitable lower limits of the width, which can be combined with each of the upper limits mentioned, are 100 mm, 200 mm or 300 mm.

These widths can be combined with all of the lengths and heights mentioned above.

In one aspect, the invention relates to a track bed having at least one ballast-plastic composite body as described above.

In one embodiment, the at least one ballast-plastic composite body is arranged and / or next to, above (or above), or below (or below) a gap, transition or space between two sections, subregions, components or materials of the track bed
the at least one ballast-plastic composite body is arranged next to or above a gap, transition or space between two sections, subregions, components or materials of a substructure on which the track bed is arranged.

The composite body can compensate for inhomogeneities.

An arrangement next to a gap, transition or intermediate space preferably means an arrangement adjoining or abutting the gap, transition or intermediate space.

The two sections, sub-areas, components or materials can be movable relative to one another and / or have different settlement behavior.

The gap, transition or space can be intentional or due to tolerance.

The gap, transition or intermediate space can be designed as a joint or have a joint, for example an expansion joint.

• ◯ über oder unter einer Fuge oder Spalt (z.B. bei einer Bewegungs-/ Dehnungsfuge) oder einem
• ◯ vor oder nach einer Fuge oder einem Spalt
• ◯ anstoßend an einen anderen Oberbauabschnitt. Hier bildet der Verbundkörper einen Oberbauabschnitt und ist anstoßend an einen weiteren Oberbauabschnitt platziert
• ◯ über einer Planumschutzschicht, einem Unterbau oder Untergrund

The composite body can be arranged in the track bed, or a track body mentioned below or a track body mentioned below, in particular as follows

• ◯ above or below a joint or gap (e.g. in the case of a movement / expansion joint) or a
• ◯ before or after a joint or a gap
• ◯ adjacent to another section of the superstructure. Here the composite body forms a superstructure section and is placed adjacent to another superstructure section
• ◯ over a subgrade protection layer, a substructure or sub-floor

• - oberhalb eines Spalts, Übergangs oder Zwischenraums in einem Unterbau, und/oder
• - unterhalb eines Spalts, Übergangs oder Zwischenraums in einem Oberbau.

In one embodiment of the rail track, the ballast-plastic composite body extends in the longitudinal direction of the track bed, or a track body mentioned below, or a track body mentioned below

• - Above a gap, transition or space in a substructure, and / or
• - Below a gap, transition or space in a superstructure.

The composite body can generally cover the gap, transition or interspace (ie cover on an upper side) or abut the gap, transition or interspace or cover the gap, transition or interspace (ie "on the underside, or with a view of the underside of the gap , Transition or gap cover this ").

The gap, transition or intermediate space is preferably formed between two sections of the substructure or superstructure which are movable relative to one another in the area or at the location of the transition, gap or intermediate space and / or which have different settlement behavior.

The substructure is understood in particular to be an earthwork or artificial structure which is arranged between the superstructure and the subsurface. The subsoil is the soil or rock that has not been changed by structural measures. In a more specific definition, the term substructure denotes the structural elements that carry a track bed according to the invention or a track body according to the invention, including the composite body according to the invention.

The term superstructure, as used in the following in the invention, denotes or includes the track bed or the track body.

In one embodiment, a track bed is specified, comprising heaped ballast arranged over the at least one ballast-plastic composite body, or a track support plate arranged over the at least one ballast-plastic composite body or a floor covering arranged over the at least one ballast-plastic composite body.

A method for producing the track bed will be discussed below.

The composite body is used in a track bed, track body or track body preferably in sections <50m and> 1m of the track bed, track body or track body, preferably in sections> 2 m and <20m. It is also possible to combine several sections, also alternating them. By placing several composite bodies next to one another, longer sections can also be displayed.

The heaped ballast (backfill ballast) can be heaped directly onto the composite body. Alternatively, there can be an intermediate layer to the ballast, for example a drainage layer, above the composite body. This can apply analogously to a support plate or a floor covering.

It has been shown that such a track bed can advantageously bridge transitions. The heaped ballast is not connected to one another by a binding agent, but can be connected to one another or also to the composite body in a further step by a binding agent. Alternatively, composite bodies can also be glued to one another if several are used. For the maintenance of the section, the filling gravel can be treated with known methods, in particular tamped or cleaned. The underlying composite body can remain permanently. The gravel heaped on the composite body protects the composite body. Ballast heaped on the composite body can press into the composite body where the polyurethane is is located. This allows heaped up ballast stones to engage in the spaces between ballast stones of the composite body. This allows a durable connection and a homogeneous structure to be created between the ballast and the composite body.

A track slab is made of concrete or asphalt, for example. Sleepers or rail fastening supports can be integrated into the track support plate or can be integrated.

An intermediate layer, for example a drainage layer or a gravel subgrade, can be located between the ballast, the track support plate or the floor covering and the composite body. Alternatively, the track support plate can be placed directly on the composite body, ballast can be heaped up directly or a floor covering can be applied directly.

A floor covering, also referred to as road surface or traffic route surface, is in particular selected from gravel, concrete, asphalt or tar.

In a further aspect, the invention relates to a track body, having at least one ballast-plastic composite body as described above or at least one track bed as described above.

The track body has in particular a track bed and a track. A track is preferably applied to the track bed, in particular sleepers and rails are applied to the track bed.

The track can in particular be arranged on heaped ballast, or on a track support plate or on a floor covering.

In one embodiment, sleepers can be placed directly on the ballast-plastic composite. “Directly placed” here means that the sleepers are in contact with the ballast-plastic composite body, that is, they are placed in contact with the ballast-plastic composite body.

In one embodiment, the track bed has heaped ballast, with sleepers being placed directly on the at least one ballast-plastic composite body and the heaped ballast being heaped at least on areas of the at least one ballast-plastic composite body where there are no sleepers . These are e.g. areas between and / or next to the thresholds, e.g. on the outside of the thresholds.

Such a laying can advantageously take place in the area of the load spreading area of the sleepers, e.g. for repair measures such as renewing the track sleepers with sleeper changing devices.

In a special variant of this embodiment, several of the ballast-plastic composite bodies are present, ballast-plastic composite bodies being arranged in a first row below a first rail, which is attached to the sleepers, adjoining one another in the longitudinal direction, and ballast-plastic composite bodies Composite bodies are arranged in a second row below a second rail, which is fastened to the sleepers, adjoining one another in the longitudinal direction. There can be a gap between the two rows of composite bodies, which can be filled with gravel. Alternatively, the two rows of composite bodies can abut one another, for example on a joint edge running in the longitudinal direction (rails longitudinal direction, track longitudinal direction, or track body longitudinal direction). This increases the positional stability. This embodiment enables a cost-efficient track system to be produced within the scope of simple repair measures, which reduces noise and vibration emissions.

In one embodiment of a previously mentioned track bed or track body, a track bed or track body is specified, the ballast-plastic composite body above a transition, gap, or space in a substructure on which the track bed or track body is arranged, and / or is arranged below a transition, gap or space in the track bed or track body,
wherein the transition, gap or space is formed between two sections of the substructure and / or two sections of the track bed or track body which are movable relative to one another in the area or at the point of the transition, gap or space and / or which have different settlement behavior, It is preferably provided that the composite body covers the transition, gap or intermediate space or abuts the transition, gap or intermediate space or covers the transition, gap or intermediate space.

In one embodiment, the composite body lies directly on a substructure and covers a transition, gap or space between two sections of the substructure which are movable relative to one another in the area or at the location of the transition, gap or space and / or which are different Exhibit settlement behavior, or abut such a transition, gap or space.

Two sections of the track bed or track body are formed in particular from two different floor coverings. A floor covering is selected in particular from concrete, gravel, tar or asphalt. For example, in the superstructure there is a transition between two different floor coverings which form two different sections, for example a transition from ballast to asphalt or a transition from ballast to concrete.

A transition occurs, also in other embodiments, in particular with a side surface of the composite body. In particular, the
different sections of a substructure or a track bed or track body have a different height level (height offset) and the composite body abuts the transition. The height of the composite body is preferably dimensioned such that it compensates for the height offset.

The settlement behavior, alternatively referred to as "settlement", is to be understood as the time-dependent subsidence of the track bed or track body through gradual compression of the substructure. In the case of different settlement behavior, a first section of the substructure has a stronger settlement than a second section of the substructure, the transition, the gap or the gap being formed between these sections.

In connection with different settlement behavior, the term transition, gap or space refers in particular to a structure in which the settlement behavior, in particular the bedding stiffness, of the track bed or track body changes sharply or suddenly over a short distance. The sudden change can occur, for example, when changing from ballasted track to slab track, from open track to a bridge, or when changing from track to a switch. Even with similar superstructure systems, changing the substructure or subsurface can lead to increased maintenance costs. For example, when crossing over to bridges, the different subsoil stiffnesses as well as unequal subsidence result in higher dynamic loads on the components.

The transition can have a joint or be a joint, preferably an expansion joint.

In another aspect, the invention relates to a track body, comprising at least one ballast-plastic composite body as described above, at least one track bed as described above or at least one track body as described above. A track body is formed from the superstructure and the substructure, in particular from the substructure and furthermore the track bed or the track body.

• - Bereitstellen einer verschließbaren Form, welche im geschlossenen Zustand innenseitig die Abmessungen des herzustellenden Schotter-Kunststoff-Verbundkörpers hat,
• - Befüllen der Form mit Schottersteinen,
• - Befüllen von Zwischenräumen zwischen den Schottersteinen mit einem zu einem Kunststoff reagierbaren Gemisch, wobei das Befüllen vor einem Verschließen der Form oder nach Verschließen der Form durch zumindest eine Öffnung zur Einleitung des Gemisches erfolgt,
• - Reagieren der Gemisches zu dem Polyurethanschaumstoff, sodass im Inneren der Form der Schotter-Kunststoff-Verbundkörper erhalten wird,
• - Trennen des Schotter-Kunststoff-Verbundkörpers von der Form.

In a further aspect, the invention relates to a method for producing a ballast-plastic composite body as described above, having

• - Provision of a lockable mold which, when closed, has the dimensions of the ballast-plastic composite body to be produced on the inside,
• - filling the mold with crushed stone,
• - Filling gaps between the ballast stones with a mixture that can react to form a plastic, the filling taking place before the mold is closed or after the mold has been closed through at least one opening for introducing the mixture,
• - The mixture reacts to form the polyurethane foam, so that the crushed-stone-plastic composite body is obtained inside the mold,
• - Separating the ballast-plastic composite body from the mold.

With this method, a composite body mentioned above can be obtained. All structurally disclosed features of the composite body can be produced in a corresponding process-related configuration. Conversely, a composite body disclosed above can be obtained by such a method and can have features disclosed in terms of the method.

The shape corresponds in the interior to the desired external dimensions of the composite body.

In the interior, the shape corresponds to the later desired shape of the composite body. The shape is preferably cuboid inside. The shape can be box-shaped.

The shape can be designed in several parts or have at least one closable opening for filling with ballast stones. In particular, in the case of a box-like shape, at least one of the side walls of the box can be designed as a cover that can be opened or closed.

The mold can be designed such that side walls, preferably all side walls of the mold, can be separated from one another. This facilitates the separation / stripping of the mold and the composite body produced.

One or more, preferably all, inner surfaces of the mold can be treated with a release agent or covered with a release layer, for example a release plate, a release film or a release layer.

As an alternative to this or in addition, a non-eluting additive can be incorporated into a molecular structure of an additional separating layer inserted between the mold and the subsequent composite body, in particular the PU. This avoids sticking to the polyurethane foam. The thickness of the separating layer must be taken into account when dimensioning the internal dimensions of the mold. Oil can be used as a separating agent, a paper or a plastic layer, for example, can be used as the separating layer.

In one embodiment, the shape has one or more indentations or bulges in one or more inner surfaces, preferably in the form of a regular pattern. This results in a different surface structure than with a smooth execution of the same. In this way, the above-mentioned indentations or bulges are produced in the composite body. This can, if necessary, be used to increase the roughness or to provide cutouts / seams that enable at least two composite bodies to be placed on top of one another in a form-fitting manner. A pattern formed by the indentations / bulges can be designed in such a way that this enables several composite bodies to interlock with one another.

The introduced ballast can be compacted according to the desired density (e.g. vibrating plates, rollers, track tampers, other vibration devices) after being placed in the mold. The ballast can also be profiled to the desired size.

After compaction, the ballast introduced preferably has a height (thickness, ballast layer height) of 50 mm to 200 mm, preferably 100 mm to 200 mm, even more preferably 100 mm to 150 mm.
This strength enables later rail infrastructure operators to continue to automatically maintain the area above it (e.g. using tamping machines such as these are common on the railways) and thus, for example, to restore a target track position.

The mold preferably contains one or more openings through which the spaces between the ballast stones are filled with a mixture which can react to form a plastic, preferably by injection. In this case, the mold is closed before the mixture is introduced, preferably in such a way that the forces arising from the foaming cannot cause the ballast stone to twist out of its compacted position. This can be done by the dead weight of the molded cover or by holding down the cover mechanically. The still liquid mixture only reacts after it has been introduced and then foams. With rising foam, pressures of up to 10 bar, preferably 5 bar, can be expected, especially pressures between 2 and 1 bar.

The mixture can be introduced with pressure, for example with a metering machine.

Possible embodiments and the use of the metering machine are described below: The metering machine can be designed so that a polyol component is mixed with an activator. The activator is preferably stable for a maximum of five hours in a polyol activator batch at 30.degree. After this time, the reactivity of the activator decreases noticeably due to a chemical reaction with the water in the polyol. This changes the start, rise and setting times of the PUR foam.

• • Umschaltung von Hochdruck- in Niederdruckkreislauf
• • Temperierter Tagesbehälter mit Rührwerken für Polyol und Isocyanat
• • Temperiergerät
• • Rückkühlgerät
• • Rückkühlwärmetauscher im Rücklauf zum Behälter
• • Elektronische Temperaturmessungen in der Hochdruckleitung zum Mischkopf
• • Elektronische Temperaturmessungen in den Tagesbehältern
• • Die Tagesbehälter kann vorzugsweise mit einem Vordruck von 2,5 bar betrieben werden und mit elektronischen Füllstandanzeigern und Druckmessungen ausgerüstet sein. Optional kann ein Drucklufttrockner vorgesehen werden.
• • Es sind vorzugsweise sowohl jeweils auf der Saug- und der Druckseite der Dosierpumpen Filter in geeigneter Feinheit zum Schutz der Dosierpumpen und zur Vermeidung von Verstopfungen an den Mischkopfdüsen vorzusehen.
• • Die Austragsleistung des Polyurethangemisches ist vorzugsweise in einem weiten Bereich um den Auslegungspunkt 500 g/s variierbar.
• • Als Mischkopf ist vorzugsweise ein Hochdruck-Mischkopf mit mindestens einer Umlenkung vorgesehen. Der Mischkopf (Dosierdruck am Mischkopf insbesondere bis zu 200 bar, vorzugsweise 180 bar) kann mit Gleichdruckdüsen ausgerüstet sein.
• • Der Mischkopf kann für den Schussbetrieb geeignet sein und kann einen hydraulisch angetriebenen Reinigungsschieber im Auslaufrohr verfügen.
• • Der Mischkopf kann zur besseren Handhabung an einem Ausleger mit Seilzugunterstützung aufgehängt sein.

The mixing can take place outside the metering machine in a barrel and then using a barrel stirrer for homogenization or in the working container of the metering machine and mixing in by means of the agitator in the working container. Alternatively, automatic refilling can be provided. The processing temperature at the mixing head can preferably be set to a temperature of 30 ° C + -3 ° C. The metering machine preferably has a switchable low-pressure temperature control circuit. A dosing machine preferably has one or more of the following features or one or more of the following functions:

• • Switching from high pressure to low pressure circuit
• • Tempered day tank with agitators for polyol and isocyanate
• • Temperature control unit
• • Recooling device
• • Recooling heat exchanger in the return to the tank
• • Electronic temperature measurements in the high pressure line to the mixing head
• • Electronic temperature measurements in the day containers
• • The day tank can preferably be operated with a pre-pressure of 2.5 bar and be equipped with electronic level indicators and pressure measurements. A compressed air dryer can be provided as an option.
• • Filters of suitable fineness should preferably be provided on both the suction and pressure side of the dosing pumps to protect the dosing pumps and to avoid clogging of the mixing head nozzles.
• • The discharge rate of the polyurethane mixture can preferably be varied within a wide range around the design point 500 g / s.
• • A high-pressure mixing head with at least one deflection is preferably provided as the mixing head. The mixing head (metering pressure at the mixing head in particular up to 200 bar, preferably 180 bar) can be equipped with constant pressure nozzles.
• • The mixing head can be suitable for shot operation and can have a hydraulically driven cleaning slide in the outlet pipe.
• • The mixing head can be suspended from a boom with cable support for better handling.

In another variant, the mixture is introduced without pressure, preferably from above, in particular by flowing. This can also effectively prevent the stones from twisting during the injection and during the reaction process.

In a variant, lances, through which the mixture is passed, are immersed through openings, in particular in the cover of the mold, up to the upper edge of ballast or in the compacted ballast body. In this case, introduction of the mixture under pressure can be chosen.

Processes for producing a track bed are disclosed below. With these methods, the aforementioned track beds can be obtained. All structurally disclosed features of the track bed can be produced in a corresponding procedural configuration. Conversely, a track bed disclosed above can be obtained by such a method and can have features disclosed in terms of the method. The same applies to a track body disclosed below.

• - Platzieren eines vorangehend beschriebenen Schotter-Kunststoff-Verbundkörpers auf einem Unterbau,
• - Aufschütten von Schotter über, insbesondere auf, dem Schotter-Kunststoff-Verbundkörper, oder Anordnen einer Gleistragplatte über, insbesondere auf, dem Schotter-Kunststoff-Verbundkörper.

The invention further relates to a method for producing a track bed described above, having

• - placing a previously described ballast-plastic composite body on a substructure,
• Piling ballast over, in particular on, the ballast-plastic composite body, or arranging a track support plate over, in particular on, the ballast-plastic composite body.

The method can advantageously take place in the course of a ballast cleaning, in particular the placement of the ballast-plastic composite body.

The composite body is preferably placed or laid by means of provided conveyor belts (see the previous description of conveyor belts under "Prefabrication of the composite body / prefabricated part"), which are brought together, for example, on a traverse, which is preferably in turn on a pivotable / rotatable laying arm (swivel rotator) is attached. Alternatively, the placement can take place with vacuum technology. The composite body can then be gripped or sucked in from above or from the side. Alternatively, it can also be placed in the course of machine bedding cleaning. See also patent application DE 11 2007 000 323.5 .

The term “pouring ballast over the ballast-plastic composite body” includes the case that the ballast is not poured directly “onto” the composite body, but rather an intermediate layer is present which, according to the method, is previously arranged or laid on the composite body.

The term "arranging a track support plate over the ballast-plastic composite body" includes the case that the track support plate is not arranged directly "on" the composite body, but an intermediate layer is present, which is previously arranged or placed on the composite body according to the method.

In one embodiment it is provided to arrange an airtight layer under the composite body in order to be able to lay the composite body more easily by means of a vacuum. In the case of porous foam, this can lead to the optimization of the frictional connection.

Production on the track (in situ)

• - Platzieren von Schottersteinen auf einem Unterbau,
• - Aufsetzen einer zumindest nach unten offenen Form, welche Seitenwände sowie eine obere Wand oder einen Deckel aufweist, auf die, vorzugsweise zuvor gestopften und/oder profilierten, Schottersteine, sodass die Schottersteine zumindest seitlich von der Form umschlossen sind, und auch von oben umschlossen sind, wenn die obere Wand vorhanden ist oder wenn der Deckel geschlossen ist,
• - Befüllen von Zwischenräumen zwischen den Schottersteinen mit einem zu einem Kunststoff reagierbaren Gemisch, wobei das Befüllen durch zumindest eine Öffnung zur Einleitung des Gemisches erfolgt, oder das Befüllen durch eine Seite der Form erfolgt, die nach dem Befüllen von dem Deckel verschlossen wird,
• - Reagieren der Gemisches zu dem Kunststoff, sodass im Inneren der Form ein Schotter-Kunststoff-Verbundkörper hergestellt wird,
• - Entfernen der Form von dem Schotter-Kunststoff-Verbundkörper,
• - Aufschütten von Schotter auf dem Schotter-Kunststoff-Verbundkörper
• - Aufschütten von Schotter über, insbesondere auf dem Schotter-Kunststoff-Verbundkörper, oder Anordnen einer Gleistragplatte über, insbesondere auf, dem Schotter-Kunststoff-Verbundkörper.

In yet another aspect, the invention relates to a further method for producing a track bed described above, having

• - placing ballast stones on a substructure,
• - Put on at least a downwardly open form, which side walls and a has upper wall or a lid on which, preferably previously stuffed and / or profiled, ballast stones, so that the ballast stones are at least laterally enclosed by the form, and are also enclosed from above when the upper wall is present or when the lid is closed ,
• - Filling the gaps between the ballast stones with a mixture that can react to form a plastic, whereby the filling takes place through at least one opening for introducing the mixture, or the filling takes place through one side of the mold, which is closed by the lid after filling,
• - Reaction of the mixture to the plastic, so that a gravel-plastic composite body is produced inside the mold,
• - removing the mold from the crushed stone-plastic composite body,
• - Piling ballast on the ballast-plastic composite body
• Piling ballast over, in particular on the ballast-plastic composite body, or arranging a track support plate over, in particular on, the ballast-plastic composite body.

In this process, the composite body is produced at the point where it remains after production.

The placing of ballast stones on a substructure is the introduction of ground ballast. This base ballast is preferably already in the temperature and humidity range suitable for the reaction (i.e. the mixture reacting to form the plastic). Otherwise, the ballast can be conditioned, for example by introducing air currents from the outside.

Conditioning can be advantageous in order - depending on the PU used - to prevent an undesired reaction to deviating temperatures and degrees of humidity. For this purpose, heating and air fans can be used. A temporary enclosure of the section against weather influences is possible.

The ballast can be delivered in dry, preconditioned batches, preferably in protected containers (for example thermal containers).

• • Nicht gleisgebunden LKW, Förderbänder, Bagger/ Bunkerbehälter, Schottersäcke (BigBags) Thermotransportbunker Straßenfertiger
• • gleisgebunden Waggons, auch MFS Wagen geschlossene (Thermo)Transportbehälter (vorgetrocknet und konditioniert)
• • von verschiedenen Orten im Gleisabschnitt selbst oder vom Nebengleis aus

The introduction of the ballast can be done in different ways:

• • Not track-bound trucks, conveyor belts, excavators / bunkers, gravel bags (BigBags), thermal transport bunkers, road pavers
• • Track-bound wagons, including MFS wagons, closed (thermal) transport containers (pre-dried and conditioned)
• • from different locations in the track section itself or from the siding

The area located under the ballast can preferably be produced in advance in the intended inclination and direction in order to improve or enable a later defined structure of the ballast profile. If the section to be treated is between two bridge sections (bridge joint), the inclination and direction result automatically from the same.

Depending on the water conductivity of the substructure, in particular a floor, or a sole on which the composite body to be produced is located, an additional water-bearing layer can be provided, which results in targeted additional guidance of the water under or around the composite body. This can be a water-bearing base layer, a formation protection layer or a drainage mat, e.g. B. made of geotextiles, geogrids or the like.

A release agent, e.g. a liquid release layer, or a release layer, e.g. made of plastic (e.g. polyurea) or paper can be provided. This (s) can prevent a permanent connection between the composite body and the substructure, for example a bridge floor, which may arise in the course of the reaction of the mixture to the plastic.

Provision can be made to place a geotextile, a drainage mat or an additional solid plate under the composite body or the composite body to be created before foaming.

Provision can be made for a geogrid to be inserted before gravel and before foaming.

The above-mentioned underlying products / foils / plates can possibly have larger dimensions than the composite body in order to facilitate connections to foils or supporting structures located next to the composite body, especially in the joint area or transition area (bridges, level crossings, troughs).

The flat products can be used to reinforce the composite body, but also as Ease of transport when loading against tearing.

Furthermore, the flat products mentioned can serve to optimize water flow under the composite body or enable a further optimized load transfer in the case of soils with little support.

The composite body can be laid in a trough, for example in tram tracks as a "floating superstructure on composite body".

Here the transition, in particular the joint, is arranged above on the sides of the trough or on the floor between the troughs.

The composite body can also be laid in the course of a renovation and conversion of a slab track. Here, a trough can be milled into a slab track (https://www.kutter.de/fahrbahnsanierung/fraesen/grossfraesarbeiten/), in which the composite body is then placed, onto which additional gravel can then be applied.

• - Stopfen, Verdichten, und/oder Profilieren des auf dem Unterbau platzierten Schotters bzw. der Schottersteine.

After the ballast stones have been placed, they are preferably compacted (eg using vibrating plates, rollers, other vibration devices) and profiled to the desired size. The method can have as a further step:

• - Packing, compacting and / or profiling the ballast or ballast stones placed on the substructure.

The ground ballast preferably has a thickness (height, layer height) of> 5 cm and <20 cm, preferably between 10 cm and 20 cm, in particular between> 10 cm and ≤ 15 cm, so that the ballast heaped above (also referred to as top ballast or Backfill ballast) can continue to be maintained automatically (e.g. by tamping machines like those used by railways).

The shape, which is open at the bottom, is also known as an injection template. For example, it can be box-shaped, with the bottom of the box missing. The form is placed on the ballast stones placed on the substructure in such a way that the ballast stones are covered within the form (if there is a top wall or a lid is closed) or completely enclosed by the form (except on the underside).

The mixture, which can react to form a plastic, can be filled through openings provided in the mold. Reference is made to corresponding disclosures relating to the mold which is used in the process for producing the composite body.

Alternatively, the filling can take place through one side or opening of the mold, which is closed by the lid after filling

As a further step, the method can comprise the packing of the ballast heaped on the composite body.

• Aus dem erfindungsgemäßen Gleisbett ist ein Gleiskörper herstellbar. Das Verfahren weist dann als weitere Schritte auf
• Aufbringen von Schwellen und Schienen auf das Gleisbett vorzugsweise als zwei aufeinanderfolgende Schritte.

The following embodiments are applicable to all of the above-mentioned methods for producing a track bed:

• A track body can be produced from the track bed according to the invention. The method then has further steps
• Applying sleepers and rails to the track bed preferably as two consecutive steps.

• - Platzieren von Schwellen mit Kontakt zu dem zumindest einen Schotter-KunststoffVerbundkörper,

wobei der Schotter auf dem Schotter-Kunststoff-Verbundkörper zumindest dort aufgeschüttet wird, wo keine Schwellen platziert wurden.In one embodiment, the method comprises:

• - Placement of sleepers with contact to the at least one ballast-plastic composite body,

wherein the ballast is poured onto the ballast-plastic composite body at least where no sleepers have been placed.

With this method, a track body mentioned above is obtained, the track bed having the heaped ballast, with sleepers being placed directly on the at least one ballast-plastic composite body and the heaped ballast being heaped at least on areas of the composite body where there are no sleepers.

In a special variant of this embodiment of the method, several of the ballast-plastic composite bodies are placed or produced in such a way that ballast-plastic composite bodies are arranged next to one another in a first row below a first rail, which is attached to the placed sleepers , and ballast-plastic composite bodies are arranged in a second row below a second rail, which is attached to the sleepers, adjoining each other in the longitudinal direction. There may be a gap between the two rows of composite bodies which can be filled with gravel. Alternatively, the two rows of composite bodies can abut one another, for example on a joint edge running in the longitudinal direction (rails longitudinal direction, track longitudinal direction, or track body longitudinal direction).

In a more specific variant, first abutting edges are formed in the transverse direction within the first row between the ballast-plastic composite bodies (composite bodies in the first row) and there are second abutting edges within the second row between the ballast-plastic composite bodies (composite bodies in the second row) formed in the transverse direction, and the first abutting edges and the second abutting edges are offset when viewed in the longitudinal direction. In other words, a first and a second abutting edge, viewed in the transverse direction, are not aligned with one another.

In a special embodiment of the aforementioned method for producing a track bed, the ballast-plastic composite body is placed or produced on or over a transition, gap or gap in the substructure, the transition, gap or gap being formed between two sections of the substructure, which are movable relative to one another at the point or in the area of the transition and / or which have different settlement behavior, the composite body being placed or produced in such a way that it covers the transition, gap or gap.

• - Herstellen einer Abdeckung, z.B. einer temporären Abdeckung, des Übergangs, insbesondere einer Trennfuge, vor dem Platzieren von Schottersteinen auf dem Unterbau.

This method can have as a further step, in particular if the ballast-plastic composite body is produced on or above the transition, gap or space in the substructure:

• - Producing a cover, for example a temporary cover, of the transition, in particular a parting line, before placing ballast stones on the substructure.

This prevents an adhesive bond of the substructure from occurring in the area of the transition with the plastic formed. After the plastic has formed, in particular a PU or a resin has hardened, a bond can no longer occur. A separating layer, for example a separating plate, a separating film or a separating layer, or some other separating agent, for example a liquid separating agent, are suitable as the cover.

Methods according to the invention for producing a track bed can be used both in the case of an initial production of a track bed and in the renewal or replacement of an old track bed

In a special embodiment, the aforementioned methods for producing a track bed before placing the ballast-plastic composite body on the substructure or before placing the ballast stones on the substructure include: removing old ballast from the substructure. This variant of the method is used when a track bed is not created on a new line to be built, but instead an existing track bed is partially replaced by a track bed according to the invention.

In particular, there is a track on the old ballast, with rails and sleepers, and the old ballast is removed in a section and the sleepers are removed in this section, so that the rails remain in this section without sleepers and without a track bed,
wherein the ballast-plastic composite body is moved between the rails for placement on the substructure or is moved under the rails coming from the outside of one of the rails. In the last variant, the composite body is pulled through under the rails coming from the side of the track, with the sleepers being removed in this area.

This embodiment has the advantage that rails do not have to be removed in order to produce a track bed according to the invention underneath. A composite body according to the invention which has been prefabricated elsewhere can advantageously be used for this purpose.

Removing sleepers in said section can mean that the sleepers are completely removed from the track or that they are moved to another location along the track in order to create a free space for placing the composite body. Sleepers are removed or moved where the composite is to be placed to create space for placement. This is particularly advantageous on cramped bridges or other tight spaces.

The composite body is preferably laid through a central core of the track (between the rails) under the rails, but can also be fed in from the outside from the side.

The composite body can remain under a track. A composite body under the track can be supplemented in the longitudinal direction and / or in the transverse direction by further composite bodies, in particular in the transverse direction. For example, it is possible to arrange two composite bodies in the transverse direction which abut one another at an edge oriented in the longitudinal direction. Thus, narrower composite bodies can be used which are easier to place, either by insertion from the outside of one of the rails or through between the rails.

A first composite body can first be placed and placed or moved off-center of the track. Subsequently a second composite body can be placed which adjoins the first composite body in the transverse direction so that the first and the second composite body cover the width of the track.

If composite bodies butt against each other in the longitudinal direction, the placement will take place in such a way that there is no mentioned transition under the abutting edge of both composite bodies.

In a further aspect, the invention relates to the use of a ballast-plastic composite body according to the invention as described above for the production of a railroad body, for the production of a track bed, for the production of a track body, in track construction, in particular for bridging a transition in the substructure of a track bed.

Use of a ballast-plastic composite body outside a track section

In a further aspect, the invention relates to the use of a ballast-plastic composite body for building dykes or roads. In dike construction, the particularly plate-shaped gravel-plastic composite bodies can be used effectively in dike protection when they are connected to form larger areas. The permanent foam compound, which cannot be attacked by salts or the like, ensures that the ballast stones cannot be flushed out even in the event of strong water and protect the dam. In addition, the foam can also be individually adapted by adding color (signaling or camouflage effect). Fire retardants may also be included.

• 1 zeigt einen Ausschnitt durch einen Schotter-Kunststoff-Verbundkörper in Schnittansicht;
• 2 einen erfindungsgemäßen Gleiskörper auf einem Übergang an einer Brücke im Längsschnitt;
• 3 einen erfindungsgemäßen Gleiskörper im Querschnitt;
• 4 eine Draufsicht auf einer Baugrube mit eingelegten Schotter-Kunststoff-Verbundkörpern;
• 5 ein Verfahren zur Herstellung des Schotter-Kunststoff-Verbundkörpers an Ort und Stelle;
• 6 einen erfindungsgemäßen Gleiskörper, welcher einen Schotter-Kunststoff-Verbundkörper und eine Gleistragplatte aufweist;
• 7 einen erfindungsgemäßen Gleiskörper, mit spezieller Anordnung von Schotter-Kunststoff-Verbundkörpern unterhalb der Schienen.

The invention is described below on the basis of exemplary embodiments. Show it:

• 1 shows a detail through a ballast-plastic composite body in sectional view;
• 2 a track body according to the invention on a transition to a bridge in longitudinal section;
• 3 a track body according to the invention in cross section;
• 4th a plan view of a construction pit with inserted ballast-plastic composite bodies;
• 5 a method of manufacturing the ballast-plastic composite in place;
• 6th a track body according to the invention, which has a ballast-plastic composite body and a track support plate;
• 7th a track body according to the invention, with a special arrangement of ballast-plastic composite bodies below the rails.

Example 1: Production of a ballast-plastic composite body

1. 1. Herstellen einer geeignet stabilen, mehrmals verwendbaren Form (Schotterkasten), (Innenmaße z.B. 1,35m × 4,00m × 0,15cm) aus Stahl oder vergleichbar, geeignet, um aus Reaktion des Schaums entstehende Reaktionskräfte ohne Dehnung/ Verformung aufzunehmen, inkl. aufzulegenden Deckels, der bündig mit Schotterkasten abschließt und kraftschlüssig verschlossen ist. Dehnung/ Verrutschen des Deckels (Aufwölbung) werden verhindert, entweder durch Eigengewicht des Deckels oder mittels einzubringender Kräfte von außen (Gegengewicht, Verspannung, ...). Die Länge ist variabel, vorzugsweise 4 m - 4,40m. Die Breite ist insbesondere 1,35. Hierdurch werden nicht die Innenmaße/ Ladebreite von Wagendimensionen (2.770mm) überschritten, um vorzugsweise einen liegenden Transport der Verbundkörper-Platten zu ermöglichen (richtet sich nach Regellichtraumprofil der jeweiligen Eisenbahn). Alternativ ist ein Transport mittels Drehgestellflachwagen vorstellbar, wie diese für den Transport von Blechtafeln eingesetzt werden.
2. 2. Vorzugsweise sind die Schotterkastenseiten nach Verschäumung einzeln abklappbar, um den Ausschalvorgang zu erleichtern.
3. 3. Imprägnieren oder vergleichbar aller Schotterkasteninnenseiten mit geeignetem Mittel/ Werkstoff, um Verbindung Schaum/ Stahl zu unterbinden und leichtes Ausschalen zu ermöglichen
4. 4. Einlegen der Transportbänder (entweder auf Boden oder nach erstem Einbringen einer ersten Schotterlage)
5. 5. Einbringen Schotter
6. 6. Verdichten mittels Vibrationsstopfer
7. 7. Verschäumung durch im Schotterkastendeckel vorgesehene Injektionslöcher
8. 8. Alternativ: Verschäumung mittels Sprühbalken, erst dann Auflegen des Schotterkastendeckels
9. 9. Ausschalen nach Reaktionszeit
10. 10. Zwischenlagern bis zum Abtransport

The composite body is produced using the following process

1. 1.Production of a suitably stable, reusable form (ballast box), (internal dimensions e.g. 1.35 m × 4.00 m × 0.15 cm) made of steel or comparable, suitable to absorb reaction forces resulting from the reaction of the foam without stretching / deformation, incl . Lid to be placed on top, which is flush with the ballast box and is firmly closed. Stretching / slipping of the lid (bulging) are prevented, either by the weight of the lid itself or by external forces (counterweight, bracing, ...). The length is variable, preferably 4 m - 4.40 m. The width is in particular 1.35. As a result, the internal dimensions / loading width of wagon dimensions (2,770 mm) are not exceeded, in order to enable the composite panels to be transported in a horizontal position (based on the standard clearance profile of the respective railway). Alternatively, transport by means of flat bogie wagons is conceivable, as is used for transporting sheet metal.
2. 2. The ballast box sides can preferably be folded down individually after foaming in order to facilitate the stripping process.
3. 3. Impregnation or comparable of all ballast box insides with a suitable agent / material to prevent the foam / steel connection and enable easy stripping
4. 4.Insertion of the conveyor belts (either on the ground or after the first layer of gravel)
5. 5. Bringing in gravel
6. 6. Compacting using a vibratory tamper
7. 7. Foaming through injection holes provided in the ballast box cover
8. 8. Alternatively: Foaming using a spray bar, only then placing the ballast box cover
9. 9. Stripping after reaction time
10. 10. Interim storage until removal

1 shows a ballast-plastic composite body 1 in cross-sectional view. The composite body has a rectangular shape. It consists of gravel stones 2 and in the spaces between the gravel stones 2 located plastic 3 , especially synthetic resin or polyurethane (foam).

Example 2: Introduction of a prefabricated ballast-plastic composite body into a track bed (ex situ)

Prepare the construction pit, starting from an existing track structure

A composite body according to this invention, produced according to Example 1, is to be placed in such a way that it is in front of, on top of and after the joint area to be bridged between two sections of a substructure, in particular between two bridge sections, or between two different superstructures.

In order to produce a track bed according to the invention including the composite body according to the invention, the section in which the method is to be used or in which the composite body is to be introduced must be free of any gravel or gravel up to the base course / or to the bridge / tunnel floor. Be accessible to fillers / bulk materials.

• Die Baufreiheit des zu behandelnden Überganges kann im Zuge eines Gleisneubaus, produktionsbedingt (z.B. auch im Zuge einer Bettungsreinigung) sein, oder durch Herbeiführen (z.B. Baggeraushub, Schottersauger etc.) für die Baumaßnahm explizit herbeigeführt werden. Diese „Baugrube“, die eine Tiefe bis vorzugsweise maximal bis zur profilierten (wasserführenden) (PSS)Tragschicht hat (nicht darüber hinausgeht), hat vorzugsweise eine Größe, die zuzüglich eines Bewegungszuschlags mindestens die Breite des später gem. Regelvorschriften aufgebauten gesamten Schotteraufbaus betrifft.
• Die Länge ergibt sich ebenfalls aus dem zu überbrückenden Übergangsbereich zuzüglich eines Bewegungszuschlags für die auszuführenden Arbeiten. Im Ergebnis befindet sich dann an dieser Stelle kein Schotter mehr, auch nicht an den Seiten. So ist gewährleistet, dass die gesamte Nahtstelle und Übergangstelle von dem Verfahren erreicht wird. Natürlich sind auch andere Längen und Breiten darstellbar.

Based on a track construction site, this preparation would look like this (bridge / dam transition):

• The construction clearance of the transition to be treated can be in the course of a new track construction, production-related (e.g. also in the course of ballast cleaning), or by bringing about it (e.g. excavator excavation, ballast vacuum cleaner, etc.) for the construction measure. This "excavation", which is preferably up to a maximum depth of the profiled (water-bearing) (PSS) base layer (not going beyond that), preferably has a size that, plus a movement allowance, concerns at least the width of the entire ballast structure built up later in accordance with the regulations.
• The length also results from the transition area to be bridged plus a movement allowance for the work to be carried out. As a result, there is no more ballast at this point, not even on the sides. This ensures that the entire interface and transition point is reached by the process. Of course, other lengths and widths can also be displayed.

• • Herstellen der Baufreiheit
• • Schwellen gem. der zu erstellenden Baugrubenlänge lösen, verschieben/ ausbauen, so dass späterer Zugang zu Brückensohle und Arbeitsbereich geschaffen werden kann
• • Schiene wird nicht getrennt
• • Vorhandener Schotter mit Vakuumsauger oder Löffel bis Brückensohle über ganze Breite und entsprechend der geforderten Länge (die die Länge des späteren Verbundkörper übersteigen sollte) möglichst (aber nicht zwingend) besenrein entfernen
• • Ggfs. kann eine Verklebung des sich am Rande des Baufelds befindlichen Schotters gegen gegen Ab-/ Nachrutschen erforderlich sein.
• • Einbau von Spurstangen (halten die Verbindung zwischen den Schienen und geben die geforderte Spurweite zwischen den Schienen vor, da schwellenfreier Abschnitt) und Kofferklötzen (unter den Schienen eingebaut, halten diese die geforderte Höhe und ermöglichen ein Überfahren des Abschnitts) Siehe hierzu auch: http://www.heinrich-krug.de/oberbau/spurstangen/
• • Zwischenlagern des ausgebauten Schotters ggfs. Abtransport (z.B. bei schlechter Qualität)

The following preparatory steps are carried out specifically:

• • Establishing building clearance
• • Loosen, move / remove sleepers according to the construction pit length to be created so that later access to the bridge floor and work area can be created
• • The rail is not separated
• • Remove existing ballast with a vacuum suction device or spoon up to the bridge floor over the entire width and according to the required length (which should exceed the length of the later composite body) as cleanly as possible (but not necessarily)
• • If necessary. It may be necessary to glue the ballast on the edge of the construction site to prevent it from slipping down or down.
• • Installation of tie rods (maintain the connection between the rails and specify the required track width between the rails, as the section is free from thresholds) and suitcase blocks (installed under the rails, they maintain the required height and enable the section to be driven over) See also: http : //www.heinrich-krug.de/oberbau/spurstangen/
• • Intermediate storage of the dismantled ballast, if necessary, removal (e.g. if the quality is poor)

• Einsatz eines Romis - Robel mobiles Instandhaltungssystem (https://www.robel.com/de/systeme-fahrzeuge/werkstatt-auf-raedern/mobileinstandhaltungseinheit/).
• Romis compact 23m
• Maximaler Arbeitsbereich 4,4 m × 17 m
• Kettenhubzugmodul Hubkraft 2,5 t einzel / 5 t tandem
  • • Schwellen vorzugsweise 10 Stück lösen, verschieben oder ausbauen, so dass ein späterer Zugang zu darunter liegenden Arbeitsabschnitt (Brückensohle und Arbeitsbereich) geschaffen werden kann
  • • Die Schiene wird vorzugsweise nicht getrennt, kann aber getrennt werden
  • • Alter bzw. bereits vorhandener Schotter wird mit Vakuumsauger bis zur Brückensohle über ganze Breite des Schotteroberbaus und auf einer Länge, die die spätere Grundschotterschaumplatte übersteigen sollte, vorzugsweise ca. 6m (4m plus 2 m Arbeitsbereich (je 1 m auf den Kopfseiten)) bzw. ein Vielfaches der 6m, wenn mehrere Platten hintereinander verlegt werden- möglichst besenreinentfernt. Ggfs. kann eine Verklebung des Schotter/ Sicherung gegen Abrutschen in Baufeld erforderlich. Der aufgenommene Schotter wird zwischengelagert und kann für den Wiedereinbau genutzt werden. Übriges Material kann über (mobile) Container abgefahren werden.
  • • Einbau Spurstangen und Kofferklötze zur Spurhalterung
  • • Einfahren des Romis
  • • VORTEIL: Wetter- Arbeitsschutz; insbesondere bei Vorortverschäumung des Polyurethans keine Notwendigkeit von Konditionierung des zu verschäumenden Schotters, insbesondere bei Lagerung und Mittransport des zu verschäumenden Neuschotters in isolierten Warmbehältern, ggfs. auch im Romis, insbesondere in Thermocontainern wie diese zum Beispiel im Asphaltmischguttransporten zum Einsatz kommen http://www.atc-container.de/. Der Neuschotter kann im Vorfeld auch derart behandelt worden sein, dass dieser staubarm ist, so dass es zu keiner zusätzlichen Belastung der im Romis Arbeitenden kommt. Eine wettertechnische Alternative wäre eine Abdeckung der Baustelle mit dem aus EP1619324A1 bekannten Schutzzelt.
  • • Entfernen der Spurstangen und Kofferklötze da sich Maschinen an die dafür vorgesehenen Stellen bewegt haben und es in diesem Moment keiner weiteren Stabilisierung des Baugrubenabschnittes bedarf.

ALTERNATIVE to the above procedure when using a ROMIS:

• Use of a Romis - Robel mobile maintenance system (https://www.robel.com/de/systeme-fahrzeuge/werkstatt-auf-raedern/mobileinstandhaltungseinheit/).
• Romis compact 23m
• Maximum working area 4.4 m × 17 m
• Chain hoist module lifting force 2.5 t single / 5 t tandem
  • • Loosen, move or remove sleepers, preferably 10 pieces, so that later access to the work section underneath (bridge floor and work area) can be created
  • • The rail is preferably not separated, but can be separated
  • • Old or existing ballast is vacuum suctioned up to the bridge floor over the entire width of the ballast superstructure and over a length that should exceed the later base ballast foam board, preferably approx. 6m (4m plus 2 m working area (1 m each on the head sides)) or a multiple of 6m, if several panels are laid one behind the other - removed as clean as possible. If necessary It may be necessary to glue the ballast / secure it against slipping in the construction site. The Gravel picked up is temporarily stored and can be used for reinstallation. Remaining material can be removed via (mobile) containers.
  • • Installation of tie rods and case blocks to hold the track
  • • Retraction of the Romis
  • • ADVANTAGE: Weather protection; In particular, if the polyurethane is foamed on site, there is no need to condition the ballast to be foamed, especially when storing and transporting the new ballast to be foamed in insulated warm containers, possibly also in Romis, especially in thermal containers such as those used, for example, in asphalt mix transport http: // www .atc-container.de /. The new ballast can also have been treated in advance in such a way that it is dust-free, so that there is no additional burden on the people working in Romis. A weather-related alternative would be to cover the construction site with the EP1619324A1 known shelter tent.
  • • Removal of the tie rods and suitcase blocks because the machines have moved to the designated places and no further stabilization of the excavation section is required at this moment.

Handover of the prefabricated ballast / foam panels:

• • Gestellung von zwei selbstgleisfahrbaren Maschinen für Baustellenlogistik zur Herstellung des Bereichs „verschäumter Grundschotter“ inkl. jeweils eines Flachwagens oder vergleichbar (1× vor und 1x hinter Baugrube), alternativ Romis (s.o.)
• • ggfs. Gestellung eines weiteren Zwei-Wegebaggers mit Schwenkrotator/ Vakuumtraverse zum Verlegen von 6 Platten, je ca. 1,35 x 4m, Gewicht je ca. 1,8t
• • Die Platte wird, schwenkbar und drehbar, in Gleisrichtung zwischen den Schienen in den Verlegebereich eingeführt, so dass sich diese oberhalb der Ablagestelle befindet.
• • Dieses kann waagerecht aber auch, zur Vereinfachung in angewinkelter bzw. gekippter Position geschehen.
• • Die gekippte Position ermöglichte auch eine größere Dimension als die sich aus der jeweiligen Spurweite (z.B. 1435mm) ergebende Dimension bei waagerechter Einfädelung zwischen den Schienen. Dieses ermöglichte so dann auch den Einbau nur einer Platte. Die maximale Dimension dieser Platte ergäbe sich dann insbesondere aus dem Abstand, der sich aus den äußeren Abmessungen des Vaakuumsaugers zum Plattenaußenmaß ergebenden Abstand.
• • Es kann vorgesehen werden, dass sich die Aufnahmepositionen der Vakuumsaugvorrichting nach Einfädelung einfahren lassen, so dass ein Verschieben der eingelegten Verbundplatte aus der Mitte zu den Außenseiten einfacher darstellen lässt und somit Platz für die nächste Verbundplatte zum Einfädeln ermöglicht.

A composite body (plate) produced according to Example 1 is used. This is done as follows:

• • Provision of two self-tracked machines for construction site logistics for the production of the area "foamed ground ballast" incl. Each a flat wagon or comparable (1 × in front of and 1 × behind the excavation), alternatively Romis (see above)
• • If necessary, provision of another two-way excavator with swivel rotator / vacuum traverse for laying 6 panels, each approx. 1.35 x 4m, weight approx. 1.8t each
• • The plate is swiveled and rotated in the track direction between the rails in the laying area, so that it is above the storage point.
• • This can be done horizontally, but also in an angled or tilted position for the sake of simplicity.
• • The tilted position also enabled a larger dimension than the dimension resulting from the respective track width (eg 1435mm) with horizontal threading between the rails. This made it possible to install only one plate. The maximum dimension of this plate would then result, in particular, from the distance that results from the external dimensions of the vacuum suction device from the outer dimensions of the plate.
• • It can be provided that the pick-up positions of the vacuum suction device can be retracted after threading, so that it is easier to move the inserted composite panel from the center to the outside and thus allows space for the next composite panel to be threaded in.

• • neu aus Thermobox eingebrachter und dann verdichteter Grundschotter wird vor Ort auf Fläche von ca. 2,80 x 4,00 m verschäumt, gemäß eines Verfahren nach Beispiel 1, um eine Verbundplatte herzustellen. Die Verbundplatte kann auf spurgeführtem Wagen zur Baustelle gebracht werden, oder zwischengelagert werden.
• • Spätere Höhe des verschäumten Bereichs ca. 10 bis max. 15 cm
• • Durch ggfs. Romis oder Schutzzelt EP1619324A1 entsteht eine deutliche Zeitersparnis, da Grundschotter nicht konditioniert werden muss (Wasser/ Temperatur). Schottertemperatur und Feuchtigkeit im Thermocontainer errechnet sich aus Abkühl- und Umgebungsfeuchte, so dass zum Verschäumungszeitpunkt (Ausbringungszeitpunkt plus Stopfzeit) ideale Bedingungen vorherrschen.

Alternative handover of the composite body:

• • Ground ballast newly introduced from the Thermobox and then compacted is foamed on site on an area of approx. 2.80 x 4.00 m, according to a method according to Example 1, in order to produce a composite panel. The composite panel can be brought to the construction site on track-guided trolleys or stored temporarily.
• • Later height of the foamed area approx. 10 to a maximum of 15 cm
• • By Romis or shelter tent if necessary EP1619324A1 there is a significant time saving, as ground ballast does not have to be conditioned (water / temperature). The ballast temperature and humidity in the thermal container are calculated from the cooling and ambient humidity, so that ideal conditions prevail at the foaming time (application time plus tamping time).

The state after the composite body was handed over and before the track was restored is shown in below 4th explained.

Restoring the track:

• • Closing of the excavation after creating the ballast foam composite with backfill ballast (either with the previously removed ballast or due to the condition by adding more new ballast (unconditioned))
• • Reinstall sleepers in accordance with the applicable guidelines
• • Manufacture of the track bed profile, plug

2 shows the track structure produced in cross section. Between the bridge 4th made of concrete and the subgrade 5 , which together form the substructure, is the transition 6th formed in the form of a joint.

On the substructure 4th , 5 and the joint 6th is initially a base course 7th arranged. On this is the drainage mat 19th hung up. On the base course 7th is the ballast-plastic composite body according to the invention 1 who is about to transition 6th extends away. On the ballast-plastic composite body 1 there is heaped gravel 8th which is stuffed. On the heaped gravel 8th are the thresholds 9 and the rails on it 10 upset.

3 shows a cross section through the track body according to the invention, the reference numerals having the same meanings as in FIG 2 .

4th shows the state after the placement of crushed-plastic composite bodies 1a and 1b . The other reference numerals are the same as in previous figures. The thresholds were described above 9 moved aside to the area above the joint 6th free to vacate. Old gravel was also removed in this area. In this example, two plate-shaped gravel-plastic composite bodies were used 1a and 1b introduced, which is analogous to the ballast-plastic composite body 1 out 1 are constructed and which abut one another in the longitudinal direction of the track. The width of the crushed stone-plastic composite 1a and 1b is dimensioned so that the width is less than the gauge of the track shown. In this way, the composite body 1a and 1b can be easily inserted from above and under the respective rail 10 be moved through and placed in position. Then crushed stone 8th on the composite body 1a and 1b Heaped up, stuffed and then the sleepers previously moved in the longitudinal direction of the track 9 put back in position and the rails 10 reattached to this sleeper.

Example 3:

Process for producing a track bed with production of the composite body at the construction site at the location of the installation position

1. 1. Baugrubenaushub/ Vorbereitung
2. 2. Grundschotter
3. 3. Verdichten, ggfs. Konditionieren/ ggfs Einbringen aus Thermocontainern
4. 4. Verschäumung
5. 5. Einbringen des Oberschotters/ Verfüllschotters

The rough process is as follows and is described in more detail below:

1. 1. Excavation / preparation
2. 2. Ground ballast
3. 3. Compaction, if necessary conditioning / if necessary bringing in from thermal containers
4. 4. Foaming
5. 5. Insertion of the top ballast / backfill ballast

Prepare the construction pit, starting from an existing track structure

This is carried out analogously to example 2.

Production of the composite body in the excavation

1. 1. First the 10-15 cm base ballast (actual thickness) is produced,
2. 2. The advantage of PU foaming is that the ascent and response times can be precisely calculated and reproduced, so that there is no overshooting of the foaming beyond the target thickness, i.e. in the subsequent filling gravel zone
3. 3. Then a downwardly open form is placed on the gravel. This is a full-surface injection template, i.e. one that extends over the entire width and length of the track to be foamed, which ideally counteracts the foaming forces by means of its own weight, if necessary with the use of a separating layer (also separating layer) or a separating agent, in particular one Separate "paper". An additional counterweight is created by a possible depression force from the machine moving the mold. The mold can be composed of individual composite panels that can be separated from one another.
4. 4. The next step is foaming. The shape ensures that individual ballast stones are not displaced by spreading the PU foam. The intended elasticity in the ballast track is not changed as a result, since the ballast structure continues to assume the supporting role.
5. 5. Alternatively, the mold can also be placed AFTER the injection of the liquid foaming agent, so that the foam is introduced e.g. by means of a kind of spray bar, which can have a large number of nozzles, in order to enable the best possible distribution of the liquid foaming agent in the gravel structure. The delay agent added to the foam gives enough time to set the mold on.
6. 6. After the PU foam has fully cured, the mold is lifted off the base ballast.
7. 7. Alternatively, the shape can be fixed to the track rails that are still present outside the excavation area, so that the shape is stably connected to an accordion construction that is adjustable in height and length and is prevented from lifting by the counterweight "track and the foaming machine". Flexible, extendable injection supply hoses allow the distance from from the injection machine at the top of the track to the injection template.
8. 8. A separating layer (made of PE material) or any other separating agent does not result in a bond between the ground ballast and the form. The separating layer previously provided under the ground ballast also prevents sticking to the bridge floor. If, on the other hand, it is to be glued to the bridge floor, the separation towards the bottom is omitted. Individual parts of a separating layer can easily remain on the ballast; Biodegradable foils and papers can also be provided for this.
9. 9. The filling ballast and the track are then applied. The applied backfill ballast will be permanently connected / interlocked with the foamed surface of the plate through point loading of the ballast stones, so there is enough friction between the two ballast fractions (stuffed / foamed).
10. 10. By appropriately designing the shape, an egg carton structure can be embossed into the surface of the foamed composite body, if desired, in order to further increase the interlocking.
11. 11. In addition, the individual composite bodies can be glued together.

• Bei Nutzen einer Bunkertechnologie (z.B. Straßenfertiger), gerade auch im Bereich größerer Abschnitte, wird dieser vorzugsweise (insbesondere in Tunnel- und urbanen Bereichen) mit trockenem Schotter (gegebenenfalls ist dieser vorher gewaschen/ und/ oder imprägniert, damit keine frei beweglichen Stäube anhaften) beschickt. Dieser Schotter wird dann beim Einbringen in den vorgesehenen Abschnitt mit dem flüssigen Schaum zum Schotter/Schaumverbund vermischt (z.B. PUR) und im gewünschten Profil aufgebaut. Die direkt hinter dem Straßenfertiger mitlaufende (z.B. über starre Kupplungsanbindung an den Fertiger) ausreichend schwere und stabile nach unten offene Form (wirkt als Konterform) stellt sicher, dass sich die gewünschte Profilierung ergibt und ein unerwünschtes Verdrehen der gerade eingebrachten und verdichteten Schottersteine ausbleibt.

Alternative method:

• When using a bunker technology (e.g. road paver), especially in the area of larger sections, this is preferably (especially in tunnels and urban areas) with dry gravel (this may have been washed / and / or impregnated beforehand so that no freely movable dust adheres) loaded. This ballast is then mixed with the liquid foam to form the ballast / foam composite when it is introduced into the intended section (e.g. PUR) and built up in the desired profile. The form that runs directly behind the road paver (e.g. via a rigid coupling connection to the paver) is sufficiently heavy and stable, open at the bottom (acts as a counter-form), and ensures that the desired profile results and that the ballast stones that have just been introduced and compacted do not twist.

The height, sides and angles of the downwardly open form can be adjusted individually (hydraulically / manually) and thus determine the resulting composite profile. In particular, this also ensures that this profile also lasts during the foaming and setting of the PUR foam and does not change the compacted gravel structure due to the forces of the foam (when climbing). This is particularly important so that the transition from the top of the base ballast to the underside of the top ballast / backfill ballast is defined and can be produced repeatedly.

5 shows various details of the production of a ballast-plastic composite body on the construction site in the installation position. In 5a is on the arm 12 of the excavator on the side of the track to be built 11 a form 13 attached, which is a downwardly open shape 13 is. Form 13 is shown in cross section, so that only a right and left side wall and the cover are shown from the viewing direction of the observer, but not a front and a rear side wall that are also present. Form 13 is therefore only open at the bottom, has the shape of a box open at the bottom.

This form 13 is over the previously heaped, compacted gravel 14th put inside. In addition, the shape itself can also have a vibration function. A mixture that can react to form a plastic can then enter the interior of the mold 13 in the spaces between the individual stones of the heaped gravel 14th introduced and converted to a plastic.

5b shows the shape 13 without cover from above. The side walls 13a-d are fastened by latches 18th fixed against each other. Similarly, a lid 13e who is in 5e or 5f is shown to be fixed from above. The side walls 13a-d and the lid 13e together form the downwardly open shape 13 that has no bottom.

The in 5b The structure shown can apply analogously to a closed form which also has a floor and with which a ballast-plastic composite body according to the invention is produced outside the construction site.

In 5c are two spray bars 15th shown with a device not shown here over the ballast 14th can be moved away to form a plastic reactable mixture in the gravel 14th or in the spaces between the gravel stones 2 bring in. Then the in 5f Lid shown are applied and the reaction to the plastic 3 respectively.

In 5d and 5e are alternative ways of introducing the to a plastic 3 Reactable mixture shown. The cover 13e 'has injection openings 16 in which one after the other a spray lance 17th can be introduced, or in which several such spray lances 17th can be introduced. With the lid closed 13e 'this becomes a plastic 3 reactable mixture through the spray lances 17th inside the form 13 introduced and then takes place inside the mold 13 the reaction to the plastic.

The in 5c-e shown possibilities for the introduction of a plastic 3 Reactable mixture can apply analogously to a closed form, which also has a bottom.

The following applies to the methods described above in this example: The local foaming means that the joint area is also closed elastically by the intended penetration and foaming / foaming of the PUR into the joint and thus at the same time protects any joint seals underneath.

The in 6th track body shown 21st has the gravel-plastic composite body 1 on. A split subgrade is arranged on top 25th , on which in turn the track support plate 22nd made of asphalt or concrete. At the connection surface 24 the track support plate 22nd closes the joint 23 on, which is designed as a permanently elastically sealed foam sheet. This decouples the track support plate 22nd from the asphalt or concrete 24 an adjacent traffic route, for example a street.

7th shows a track 30th , in which several ballast-plastic composite bodies 1 , 1' in a first row 31 and in a first row 32 are laid, these rows are laid lengthways (arrow L). Within a row are respective composite bodies 1 arranged next to one another in the longitudinal direction. In the first row 31 are the first abutting edges 33 between the ballast-plastic composite bodies 1 formed this series. In the second row 32 are the second abutting edges 34 between the ballast-plastic composite bodies 1 formed this series.

On the first row 32 is a first track 10 a and on the second row 32 is a second rail 10b each directly on the ballast-plastic composite bodies 1 , 1' relocated. Such a laying can advantageously take place in the area of the load spreading area of the sleepers, for example in the case of repair measures such as the renewal of track sleepers with sleeper changing devices.

One example is the renewal of sleepers at a distance of 60 cm and the associated renewal of the track bed. The size of each ballast-plastic composite 1 is for example B = 1.1m, L = 1.2m, H = 0.15m.

Between the rows 31 and 32 is filling gravel 35 brought in. Furthermore, filling gravel is used 35 , on the composite body 1 , 1' and between the thresholds 9 poured what's in 7th is not shown.

To improve the interlocking with the loose filling gravel 35 and the composite bodies are used for positional stability 1 each installed offset by half their length. The first abutting edges 33 and the second abutting edges 34 are offset when viewed in the longitudinal direction L. In other words, a first and a second abutting edge are not aligned with one another when viewed in the transverse direction (arrow Q).

This offset requires this particular example in each of the rows 32 and 33 one composite body each 1' with a length of 0.6 m, i.e. half the length of a ballast-plastic composite body 1

• - Antransport und Verteilen der Schwellen 9 und Verbundkörper 1, 1'
• - Ausräumen der Bettung und Ausbau der ersten fünf Schwellen
• - Vorhandenen Unterbau ebnen ggf. je nach Bedarf mit Rüttelplatte o.ä. verdichten
• - Aufnehmen und Einbau der Verbundkör per 1, 1' entweder durch Einfädeln von der Gleis Außen- oder Innenseite mittels Zweiwegbagger
• - Aufnehmen und Einbauen der Schwellen 9 mit Schwellenwechselgerät, und an Schiene 10 befestigen
• - Anschließend die nächsten Schwellen ausbauen, Alt-Schotter ausbauen und den Verbundkörper 1, 1' inkl. neuen Schwellen 9 mit diesem zum Stopfen verfüllen. Dieser Verfüllschotter 35, welcher auf die Verbundkörper 1, 1' und zwischen die Schwellen 9 geschüttet wird, ist in 7 nur zwischen den Verbundkörpern ABER nicht auf den Verbundkörpern gezeigt

The track structure 30th the following work steps can be carried out:

• - Delivery and distribution of the sleepers 9 and composite bodies 1 , 1'
• - Removal of the bedding and removal of the first five sleepers
• - If necessary, level the existing substructure with a vibrating plate or similar, if necessary
• - Picking up and installing the composite body 1 , 1' either by threading in from the outside or inside of the track using a two-way excavator
• - Picking up and installing the sleepers 9 with sleeper changing device, and on rail 10 attach
• - Then remove the next sleepers, remove old ballast and the composite body 1 , 1' including new sleepers 9 fill with this to plug. This backfill gravel 35 , which on the composite body 1 , 1' and between the thresholds 9 is poured is in 7th only between the composites BUT not shown on the composites

The ballast-plastic composite system as in 7th shown enables a cost-efficient track system to be created within the framework of simple repair measures, which leads to a minimization of noise and vibration emissions and a reduction in life cycle costs, especially in the area of private railways.

List of reference symbols

1

Ballast-plastic composite body

1'

Ballast-plastic composite body

1a

Ballast-plastic composite body

1b

Ballast-plastic composite body

2

Gravel stone

3

plastic

4th

Section substructure - bridge

5

Section substructure - subgrade

6th

crossing

7th

Base course

8th

gravel

9

threshold

10

rail

10a

first rail

10b

second rail

11

Excavator

12

poor

13

shape

13a-d

side walls

13e

top wall, cover

14th

gravel

15th

Spray bar

16

Injection port

17th

Spray lance

18th

Toggle fastener

19th

Drainage mat

20th

Track body

21st

Track body

22nd

Track support plate

23

Gap

24

Alphalt, or concrete

25th

Split planum

30th

Track body

31

first row composite body

32

second row composite body

33

first abutting edge

34

second edge

35

Filling gravel

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• EP 1619305 [0018]
• DE 102006003033 A1 [0018]
• DE 112007000323 [0093]
• EP 1619324 A1 [0146, 0148]

Claims (20)

Ballast-plastic composite body (1; 1 '; 1a, 1b), comprising ballast stones (2) and plastic (3) located between the ballast stones , characterized in that the ballast-plastic composite body (1; 1'; 1a, 1b ) has the shape of a plate. Ballast-plastic composite body (1; 1 '; 1a, 1b) according to Claim 1 , the gravel-plastic composite body having a width of 200 to 5000 mm, a length of 200 mm to 5000 mm and a height of 50 mm to 500 mm. Ballast-plastic composite body (1; 1 '; 1a, 1b) according to Claim 1 or 2 , wherein the ballast-plastic composite body is cuboid. Ballast-plastic composite body (1; 1 '; 1a, 1b) according to one of the Claims 1 - 3 wherein the plastic (3) is selected from a polyurethane or a synthetic resin. Track bed, comprising at least one ballast-plastic composite body (1; 1 '; 1a, 1b) according to one of the Claims 1 - 4th . Track bed after Claim 5 , wherein the at least one ballast-plastic composite body (1; 1 '; 1a, 1b) is arranged next to, above or below a gap, transition or space between two sections, subregions, components or materials of the track bed and / or the at least a ballast-plastic composite body is arranged next to or above a gap, transition or space between two sections, subregions, components or materials of a substructure on which the track bed is arranged. Track bed after Claim 5 or 6th , having above the at least one ballast-plastic composite body (1; 1 '; 1a, 1b) arranged heaped ballast (8, 35), or a track support plate (22) arranged above the at least one ballast-plastic composite body or a track support plate (22) above the at least one floor covering arranged on a ballast-plastic composite body. Track body (20, 21, 30), having at least one ballast-plastic composite body (1; 1 '; 1a, 1b) according to one of the Claims 1 - 4th or at least a track bed according to one of the Claims 5 - 7th . Track body (30) after Claim 8 , wherein the track bed has heaped ballast, wherein sleepers (9) are placed directly on the at least one ballast-plastic composite body (1; 1 '; 1a, 1b) and the heaped ballast (35) at least on areas of the at least one ballast Plastic composite body is heaped up where there are no thresholds. Track body (30) after Claim 9 , wherein several of the ballast-plastic composite bodies (1; 1 '; 1a, 1b) are present, with ballast-plastic composite bodies in a first row (31) below a first rail (10a) which is attached to the sleepers (9) is attached, are arranged adjacent to one another in the longitudinal direction (L), and ballast-plastic composite bodies (1; 1 '; 1a, 1b) in a second row (32) below a second rail (10b) which is attached to the sleepers (9 ) is attached, are arranged adjacent to one another in the longitudinal direction (L). Track bed after one of the Claims 5 - 7th or track body (20) according to one of the Claims 8 - 10 , wherein the ballast-plastic composite body is above a transition (23), gap, or space in a substructure on which the track bed or the track body is arranged, and / or below a transition, gap or space in the track bed or track body is arranged, wherein the transition, gap or space between two sections (4, 5) of the substructure and / or two sections of the track bed or track body is formed, which relative to each other in the area or at the location of the transition (23), gap or space are movable and / or which have a different settlement behavior, the ballast-plastic composite body (1) preferably covering the transition, gap or gap or abutting the transition, gap or gap or covering the transition, gap or gap. Railway body, comprising at least one ballast-plastic composite body according to one of the Claims 1 - 4th , at least a track bed after one of the Claims 5 - 7th or 11 or at least one track body (20) according to one of the Claims 8 - 11 . Process for producing a ballast-plastic composite body according to one of the Claims 1 - 4th , having - providing a closable form which, in the closed state, has the dimensions of the ballast-plastic composite body (1; 1 '; 1a, 1b) to be produced on the inside, - filling the form with ballast stones (2), - filling gaps between the Ballast stones with a mixture that reacts to form a plastic, the filling taking place before the mold is closed or after the mold has been closed through at least one opening for introducing the mixture, - the mixture reacts to the plastic (3), so that the ballast inside the mold -Plastic composite body is obtained, Separating the ballast-plastic composite body (1; 1 '; 1a, 1b) from the mold. Method for producing a track bed according to Claim 7 , having - placing at least one ballast-plastic composite body (1; 1 '; 1a, 1b) according to one of the Claims 1 - 4th on a substructure (4, 5), - pouring ballast over, in particular on, the ballast-plastic composite body (1; 1 '; 1a, 1b), or arranging a track support plate (22) over, in particular on, the ballast Plastic composite body (1) or arranging a floor covering (22) over, in particular on, the ballast-plastic composite body (1). Method for producing a track bed according to Claim 7 , comprising - placing ballast stones (14) on a substructure, - placing an at least downwardly open mold (13) which has side walls (13a, 13b, 13c, 13c) and an upper wall or a cover (13e) on which Ballast stones (14) so that the ballast stones (14) are at least laterally enclosed by the form (13), and are also enclosed from above when the upper wall is present or when the cover is closed, - filling of gaps between the ballast stones ( 14) with a mixture that reacts to form a plastic, with filling taking place through at least one opening (16) for introducing the mixture, or filling through one side of the mold (13) which is closed by the lid (13) after filling - Reaction of the mixture to the plastic so that a ballast-plastic composite body (1; 1 '; 1a, 1b) is produced inside the mold, - Removal of the mold from the ballast-plastic composite body (1; 1'; 1a, 1b), - Fill up (1; 1'; 1a, 1b) of ballast (8, 35) over, in particular on the ballast-plastic composite body, or arranging a track support plate (22) over, in particular on, the ballast-plastic composite body (1) or arranging a floor covering (22) over, in particular, the ballast-plastic composite body (1). Method according to one of the Claims 14 or 15th , the method comprising: - placing sleepers (9) in contact with the at least one ballast-plastic composite body (1, 1 '), the ballast (35) on the ballast-plastic composite body (1, 1') is at least piled up there, or a track support plate is arranged at least there, or a floor covering is arranged at least there where no sleepers (9) have been placed. Method according to one of the Claims 14 - 16 , wherein the ballast-plastic composite body (1) is placed or produced on, above or adjacent to a transition (6) in the substructure, the transition (6) being formed between two sections (4, 5) of the substructure, which are movable relative to each other in the area at the point of the transition (6), gap or space and / or which have a different settlement behavior, the ballast-plastic composite body (1) being placed or produced in such a way that it is at the transition gap or Gap abuts or covers the transition (6), gap or gap. Method according to one of the Claims 14 - 17th , comprising before placing the ballast-plastic composite body (1; 1 '; 1a, 1b) on the substructure or before placing the ballast stones (14) on the substructure, removing old ballast from the substructure. Procedure according to Claim 18 , wherein a track, comprising rails (10; 10a, 10b) and sleepers (9), is present on the old ballast, and the old ballast is removed in one section and the sleepers are removed in this section, so that the Rails (10) without sleepers (9) and without track bed remain, the ballast-plastic composite body (1; 1 '; 1a, 1b) being moved through between the rails (10; 10a, 10b) for placement on the substructure, or from the outside of one of the rails (10; 10a, 10b) coming under the rails (10; 10a, 10b) is moved. Use of a ballast-plastic composite body (1; 1 '; 1a, 1b) according to one of the Claims 1 - 4th for the production of a track bed, a track bed, a track bed, in track construction, in particular for bridging a transition (6) in the substructure of a track bed, in road construction or in dike construction.

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