EP1619305B1 - Track bed partly injected with foam and method for its production - Google Patents

Abstract

The railway track superstructure is located on a base surface (12) and is inclined crossways to the track extent with ballast comprising individual stones (18). Sleepers (20) are embedded in the ballast and rails (24) are fixed to them. Beneath the sleepers the ballast has load absorption areas (26), which when there is train movement on the rails take up loads acting vertically on the ballast and on the base surface beneath the ballast. The hollow spaces between the ballast stones within the load absorption areas are filled with a foam material (28), particularly polyurethane and between the ballast and the base surface an elastic drainage layer (14) is arranged.

Description

The invention relates to a track superstructure for a rail on a substrate according to the preamble of claim 1 and to a method for producing such a track superstructure.

Among the traditional and most commonly used track systems today include the gravel tracks. Optionally equipped with wood, concrete or steel sleepers. Since the beginning of railway traffic, this track construction has steadily improved through practical use and theoretical recalculation.

In order to maintain an economical track system, the life of its main elements - rails, sleepers, ballast and substructure - must be properly matched. Low "life cycle costs" arise when the substructure has a longer service life than the ballast bed and the ballast bed only has to be renewed when the sleepers have reached the end of their service life. The heavy increase in load due to more trains, higher axle loads and speeds, and heavy rolling stock has in recent decades meant that, for economic reasons, the track grille was first reinforced by the use of stiffer rail profiles and concrete sleepers. In a second phase, the substructure was rehabilitated by means of superstructure renewal, where necessary, by the installation of layer protection layers and drainage. As a result, the ballast bed actually became the weakest main element of the roadway. Improving the gravel properties is an important measure for ensuring a sufficient service life of crushed gravel ballast bed, which has a high pore volume when clean.

Today, speeds up to more than 300 km / h are realized on these tracks (eg TGV) and large loads are transported. Construction technology has adapted to these constructions and is today at a high level worldwide.

The construction of the gravel track is from the theoretical view a complicated, complex realization. It is complicated because the ballast mass, which is not in a rigid, firm structure, changes with dynamic influence.

This means: During the production of the track, the gravel is compacted with so-called tamping machines after the track grid has been mounted on a ballast bed that is at least 30 cm thick. Now the track grid is resting on the ballast bed and transfers the loads from the track run over the rails to the sleepers and from there to the ballast. The loads are then in the gravel body - idealized - distributed from gravel stone to ballast down to the underlying Planum down and discharged into the ground.

The purely static removal of the introduced loads takes place without any problems.

However, changes in the structure of the ballast bed are triggered by the dynamic load that occurs when the train is approaching.

At the train crossing it is known to positive and negative load entries. This means that the track is subjected to vertical loads and in addition to a relieving leading and trailing shaft. In conjunction with the dynamic frequency of the train run, the "stone on stone structure" can thus change. The ballast stones twist, become round in the final phase and the track changes. If this process were carried out completely evenly, this would not be a disadvantage for the track position. Due to the lines of the track - bow, straight line, bridge, various surfaces, etc. - this does not happen. It must be replugged at intervals over and over again with tamping machines in order to maintain a good track position in the long term.

The railways now operate in freight transport with an axle load of 22.5 t. The thresholds transfer this load on its underside to an average of about 330 gravel stone tips and from there down from stone to stone. Thus, only about 12% of the threshold floor area is used as a footprint. These values apply to both horizontal and vertical load transfers. The cavity in the ballast tower is about 40%, which means that there is enough space to allow twisting or shifting of the individual ballast stones under dynamic loading.

1. 1. Es wurden und werden schotterlose Gleissysteme, sogenannte "Feste Fahrbahnen" entwickelt. Diese können einen Betonunterbau oder einen Asphaltunterbau aufweisen.
2. 2. Der Schotterkörper wird nach der Herstellung des fertig gestopften Gleises mit einem zementösen Gemisch ausgegossen und damit starr.
3. 3. Der Schotterkörper wird nach der Herstellung des fertig gestopften Gleises mit einem Flüssigkunststoff behandelt und dadurch an den Kontaktstellen Stein zu Stein punktweise verklebt.

In the past, different techniques have been developed to counteract this problem:

1. 1. There were and are developed ballastless track systems, so-called "fixed carriageways". These may have a concrete substructure or an asphalt substructure.
2. 2. The gravel body is poured after the preparation of the finished stuffed track with a cementitious mixture and thus rigid.
3. 3. The gravel body is treated after the preparation of the finished stuffed track with a liquid plastic and thereby bonded pointwise at the contact points stone to stone.

There are a number of previous proposals known in which it is attempted to change the properties of technical structures, for example, by effectively "holding together" the stones to improve stability.

Out DD 86 201 and DE 24 48 978 A1 For example, a full or Teilverklebung all gravel stones of the ballast is known. This causes drainage problems, since surface water can no longer penetrate the ballast body horizontally or vertically, which is unfavorable in particular in the case of two-track or multi-track sections and in particular in curve sections.

Also from DE 20 63 727 is the Vollverklebung all gravel stones of the ballast known, with an optionally foamable adhesive material. A machine with which this Vollverklebung can be achieved is in US-A-3,942,448 respectively. DE-U-7319950 described.

Out DE-A-23 05 536 For example, a method for lifting tracks is known in which swelling material is introduced through the rails into the track body for the purpose of raising it.

With the present invention, an alternative way to stabilize the ballast body without affecting its morphology and taking into account the drainage problem should be taken.

• einem Schotterkörper aus einzelnen Schottersteinen und
• in dem Schotterkörper eingebetteten Schwellen, an denen Schienen befestigbar sind, wobei der Schotterkörper unterhalb der Schwellen Lastabtragungsbereiche aufweist, die beim Befahren der Schienen über die Schwellen vertikal auf den Schotterkörper wirkende Lasten aufnehmen und den Untergrund unterhalb des Schotterkörpers übertragen.

The invention proposes a track superstructure for a rail track on a substrate inclined transversely to its extent, which is provided with

• a gravel body of individual gravel stones and
• in the ballast body embedded sleepers to which rails are fastened, the ballast body below the threshold has load transfer areas that absorb vertically acting on the ballast body loads when driving the rails on the thresholds and transmit the ground below the ballast body.

In this track superstructure, the invention provides that substantially only the cavities between the ballast stones within the load transfer areas of the ballast body for fixing the position of the ballast stones in these areas with a foam material, in particular a PU foam material, are filled and that between the ballast body and the ground an elastic Drainage layer is arranged.

The idea of the invention can be seen in that the ballast body provided only in parts with a foamable material, within these areas however, the voids between the ballast stones are substantially completely filled by this foamable material, but it is ensured that the track body morphology remains unchanged by the foaming from the state of the ballast body before the introduction of the foamable material. These areas of the ballast body are the load transfer areas below the sleepers, these load removal areas extending obliquely outwardly from the sleepers and below the sleepers. As a result of this partial foaming of the ballast body according to the invention, the cavities between the ballast stones remain free within the zones of the ballast body located between the load transfer areas, so that surface water which impinges on the ballast body can flow downwards or within these zones laterally. Surface water reaching the gravel body can also penetrate the gravel body horizontally.

As a result of the partial expansion of the ballast body according to the invention, it is precisely the ballast stones that are most "stressed" during crossings over the track that remain stable in position. So they keep their after the stuffing process and after the (artificially) generated Erstsetzung the track superstructure permanently on, and that essentially over the entire service life of the track superstructure. A replenishment, as is the case today with track ballast bodies, is thereby unnecessary.

Foam which can be used in the context of the invention is a hard foam or a semi-rigid foam, ie a foam which sets up a not inconsiderable resistance to deformation. The foam must have sufficient compressive strength. The foam can be adjusted in terms of pressure resistance, reaction times, reaction components, pot life. Suitable foam materials include polyurithane (PU), polyester (PES), polystyrene (PS) or polyvinyl chloride (PVC) foams. The foam can be closed or open-celled. Open-cell Foams have the advantage that they are acoustically effective, which is advantageous for use in track superstructure. The foam should be elastic, long term stable, rot proof, fire resistant, resistant to pests and resistant to chemicals.

To create a drainage possibility below the track superstructure of the ballast body is arranged on an elastic drainage layer. Here you can use the well-known for drainage drainage mats, as offered for example by Rehau AG. Advantageous are porous rubber mats or mats made of a different elastomer material. In particular, elastomer granules are suitable, the particles of which are connected to one another while leaving free spaces horizontally and vertically through the mat extending cavities. For example, particles of tire material are suitable for producing such elastic drainage mats. The elastic elastomer drainage mat can take high weights and contact forces, is long-term stable and rot-proof and has the other above properties, which preferably apply to the foam.

Drainage mats could not be used under ballast bodies, because they do not withstand the stresses that occur over time caused by several stuffing processes. According to the invention, however, only a single stuffing process, namely in the construction of the track superstructure, is required. In this respect, a merit of the invention is also to be seen in the fact that it has been able to provide as a result of preventing subsequent Nachstopfvorgänge a drainage material under the track superstructure. Through the drainage, there is a controlled and directed removal of water, which effectively prevents rinsing of the substrate (subplan). Furthermore, the material of the drainage mat, as described above, contributes to its long-term stability and thus maintains its (horizontal) porosity even under high pressure loads.

To further fix the ballast stones within the load transfer areas, it is expedient to provide the sleepers on their undersides with an elastic material, in particular made of plastic (so-called threshold soling). Such soles are suitable for example in EP-A-1 298 252 to find. The ballast stones resting on the threshold penetrate into the elastic material of the sleeper reinforcement, which leads to a fixation by a kind of "entanglement".

• auf dem Untergrund eine elastische Drainagematte angeordnet wird,
• auf der Drainagematte ein Schotterkörper aus einzelnen, zwischen sich Hohlräume aufweisenden Schottersteinen gebildet wird,
• in den Schotterkörper Schwellen eingebettet werden,
• an den Schwellen Gleise befestigt werden, und
• zur Lagefixierung der im Wesentlichen lediglich innerhalb von Lastabtragungsbereichen des Schotterkörpers unterhalb der Schwellen befindlichen Schottersteine in die Hohlräume zwischen diesen ein schäumbares Material eingebracht wird.

The invention further proposes a method for producing a track superstructure for a rail track on a substrate inclined transversely to its extent, in which

• an elastic drainage mat is placed on the substrate,
• on the drainage mat a ballast body of individual, between them cavities having ballast stones is formed,
• be embedded in the ballast body sleepers,
• be attached to the sleepers tracks, and
• for fixing the position of the ballast stones located substantially below the sleepers only within load transfer areas of the ballast body into the cavities between these a foamable material is introduced.

For the chemical reaction in the foaming, it is advantageous if the ballast body has been heated before the introduction of the foamable material or has an elevated temperature, which may be given depending on the ambient conditions without heating by an additional heat source.

Further, as also mentioned above, sleepers with a padding of an elastic material, in particular plastic material, are embedded in the ballast body.

The inventively provided step of partial expansion of the ballast body, in which this is provided exclusively in the load transfer areas with foam, the steps known per se of plugging and / or Erstsetzbildung by displacing the ballast body in vibration are preceded by appropriately.

The main problem of the known ballast track - the twisting of the rock under dynamic load - is thus prevented according to the invention that after completion of the new or renewed track this is foamed with a foam material in the ballast body only in the load transfer zones.

This means that all voids between the ballast stones below the threshold and in the adjacent load transfer areas are closed by the foam of the ballast body to be introduced; the cavities between the sleepers and outside the load transfer areas remain free and thus serve the removal of surface water. The foam is adjusted to be flexible. The introduction of the foam and its formation in the ballast body does not change the morphology of the ballast body.

The foam used is preferably a PU foam. PU foams have been known in industry and construction for decades. The adaptation to the respective application task is problem-free. The use in wet weather does not hurt, but promotes.

All ballast stones of the track within the load transfer areas are connected by the introduced foam together to form a holistic gravel structure. The adhesion of the foam to the ballast stone and the structure density of the foam can be adjusted to the order of magnitude of the maximum load entry plus a safety factor.

After the foam has hardened, all the forces introduced by the run can now be transmitted via this homogeneous structure, namely via the ballast stones and not via the foam, which serves to stabilize the position of the ballast stones.

Since the foam consists of a large number of pores, the closing of the cavities does not result in a rigid ballast body. It rather creates a structure with an infinite number of "shock absorbers". As a result, a noise reduction is achieved in addition.

• Der Untergrund unter dem Schotter wird durch die hohe Isolationsleistung der sich bildenden Mikro-Luftporen im PU-Schaum vor Frost geschützt.
• Der Untergrund unter dem Schotter wird vor Wasser geschützt.
• Die Gefahr einer Gleisverwerfung in horizontaler und vertikaler Richtung wird reduziert, da höhere Kräfte aufgenommen werden können.
• Der Querverschiebwiderstand eines Gleises wird erhöht.
• Die dynamische Belastung des Untergrundes und des Umfeldes wird reduziert.
• Die Berechnungsmethoden zur Lagesicherheit eines Gleises können optimiert werden.
• Der Schotterkörper wirkt schalldämpfend (Reduktion der Übertragung von Schwingungen aus dem Gleiskörper sowohl über den Boden als auch durch die Luft).

The introduced PU foam improves the track body several times:

• The subsurface beneath the ballast is protected from frost by the high insulation performance of the forming micro-air pores in the PU foam.
• The subsoil under the gravel is protected from water.
• The risk of track warping in horizontal and vertical direction is reduced because higher forces can be absorbed.
• The lateral displacement resistance of a track is increased.
• The dynamic load on the subsoil and the environment is reduced.
• The calculation methods for the position security of a track can be optimized.
• The ballast has a sound-damping effect (reducing the transmission of vibrations from the track body both over the ground and through the air).

1. 1. gewaschener Schotter
2. 2. Gleise gestopft und gleistechnisch abgenommen
3. 3. Gleis-Schotterquerschnitt wärmetechnisch vorbehandelt - Temperaturvorgabe
4. 4. Aushärtezeiten und Flexibilität des Schaums sind beeinflussbar
5. 5. absolute Vollausschäumung der jeweiligen Lastabtragungszonen (ca. 60° Winkel) unter den Schwellen
6. 6. Recyclingfähigkeit nach KrW-/AsfG
7. 7. Erfüllung von Scherfestigkeiten, Abreißfestigkeiten und Federsteifigkeiten des Schaums je nach Anforderung.

The specifications of the method or ballast body according to the invention are in particular as follows:

1. 1. washed gravel
2. 2nd tracks stuffed and taken off the track
3. 3. Track ballast cross-section thermally pretreated - temperature specification
4. 4. Hardening times and flexibility of the foam can be influenced
5. 5. absolute full expansion of the respective load transfer zones (about 60 ° angle) below the thresholds
6. 6. Recyclability according to KrW- / AsfG
7. 7. Fulfillment of shear strengths, tear resistance and spring stiffness of the foam as required.

1. 1. Nach Fertigstellung des Unterbauplanums und vor Aufbringung des Gleisverlegeschotters wird auf den Flächen der PSS (Planumsschutzschicht) unter der Schotteraufstandsfläche eine elastische Drainagematte (z.B. Secudrän® von der Naue-Fasertechnik GmbH & Co. KG) verlegt. Hierdurch wird gewährleistet, dass bei zwei- oder mehrgleisigen Strecken die Mittenentwässerung dauerhaft gesichert ist. Bei eingleisigen Strecken kann hiervon abgesehen werden; es wird eine Entwässerung des in Folge der Neigung des Planums höher gelegenen Randbereichs erreicht (gilt auch bei mehrgleisigen Strecken).
2. 2. Die einzubauenden Schwellen aus Beton oder Stahl erhalten auf der Unterseite vorzugsweise eine Besohlung aus einem Kunststoffmaterial nach dem Stand der Technik (z.B. EP-A-1 298 252 ). Hierdurch werden die Schottersteine beim Stopfen im Gefüge des Kunststoffes verkeilt und festgehalten.
3. 3. Das gebaute und mit der Stopfmaschine gestopfte Gleis wird mit einem Gleisstabilisator bekannter Bauart zusätzlich behandelt. Dadurch werden Erstsetzungen aus der zu erwartenden Zugbelastung vorweggenommen. Der Gleisaufbau befindet sich nun in einem Zustand, in dem er gleistechnisch abnehmbar ist.
4. 4. Das Gleis wird unter den Schwellen und in den angrenzenden Bereichen des Druckabtrages im Schotterkörper verschäumt. Hierzu wird der Schotterkörper vorteilhafterweise zuvor wärmetechnisch behandelt und gereinigt (gewaschene Schottersteine).

The construction of the railway track building according to the invention is carried out as follows:

1. 1. After the completion of the subgrade and before applying the track laying gravel, an elastic drainage mat (eg Secudrän® from Naue-Fasertechnik GmbH & Co. KG) will be laid on the surfaces of the PSS (surface protection layer) underneath the ballast contact surface. This ensures that the center drainage is permanently secured in two- or multi-track routes. For single-track routes this can be waived; it is a drainage of the higher due to the inclination of the subgrade edge area achieved (also applies to multi-track routes).
2. 2. The thresholds to be installed made of concrete or steel preferably receive on the underside a sole made of a plastic material according to the prior art (eg EP-A-1 298 252 ). As a result, the ballast stones are wedged and stuck during the plug in the structure of the plastic.
3. 3. The built and stuffed with the tamping track is treated with a track stabilizer known design additionally. As a result, premisses are anticipated from the expected tensile load. The track layout is now in a condition in which it can be removed.
4. 4. The track is foamed under the sleepers and in the adjacent areas of the pressure discharge in the ballast body. For this purpose, the ballast body is advantageously previously treated by heat treatment and cleaned (washed ballast stones).

The present invention does not assume that the loads are transferred or removed from the train operation via the foam. The built-in foam stabilizes the ballast structure and prevents the escape of the ballast core from the compacted ballast produced by the tamping machine. The demonstrably stable gravel track is preserved in its production form for a very long time in its acceptance quality. The durability of the (e.g., PU) foam or its composition plays a major role.

The technical behavior of particle-supported constructions is basically unchanged when using (e.g., PU) foam. Only the properties of the technical strength and the rigidity are considerably improved. In addition, PU foam also improves the dynamic characteristics which enhance such properties as the degree of damping and the rate of stress waves (e.g., compression wave, shear wave and surface wave).

When using a (e.g., PU) foam, it is desirable to ensure that the reinforced and stabilized substructure functions at an acceptable level during its life.

PU foam is preferably used in the correct spatial position and to the correct depth to ensure that the improvements in technical performance are achieved. In addition, PU foam is preferably chemically built to ensure that its desired properties for the particular application, taking into account stiffness, strength, viscosity, fatigue limits, acoustic damping, temperature range, biochemical and hydroscopic properties, hardening time and lifespan are correct. Thus, there are freely available foams on the market, which tolerate a temperature range of -30 ° to + 80 ° C, are steam and water resistant, do not shrink or press and are resistant to feces (this is not negligible, since still many passenger rail cars have open toilet systems and thus emptying feces on the ballast). In order to achieve the desired behavior and predictability, additional materials for the PU foam can be used to further extend the chemical properties. There are enough ready-mixed foams with corresponding properties to be selected according to the given situation.

The invention provides a stabilized ballast superstructure in a railway track produced by this method. Preferably, PU foam can be used to increase the vertical and / or longitudinal stability of the substructure (e.g., stiffness and strength). The system shall be carefully inspected to ensure that the stresses and forces remain dynamic, oscillating or static within the fatigue or stress limits of the PU foam reinforced superstructure with a given safety factor taking into account the desired life cycles. The addition of a PU foam positively alters the static and dynamic behavior of the particulate superstructure and thus also the overall and partial behavior of the substructure.

• kurzfristigen Stabilisierung von überbeanspruchten Unterbauten bis zur endgültigen Sanierung des Streckenabschnitts (z.B. Schlammförderung und "Feuchtpunkte" in einem Bahngleis),
• vertikalen, Seiten- und Längsstabilisierung (in einem Bahngleis z.B. von Übergangskurven, großen Überhöhungen, um z.B. den Wartungsaufwand zu verringern),
• Stabilisierung von Tunnelgleisen,
• Verstärkung von Brückengleisen, einschließlich der Übergänge vor und nach Brücken zur Verhinderung von Lastsprüngen,
• Verringerung von Bahnkörperbeanspruchung durch erhöhte PU-Schaum-Steifigkeits- und Festigkeitseigenschaften, - Verhinderung herbeigeführter plastischer Belastung und Zermürbung der Trennung von Teilchen (z.B. durch Splittern) durch nahezu totale Verhinderung der Bewegung der Teilchen,
• Verringerung des Auftretens von verschmutzen Teilchen,
• eine PU-Schaum-Membran (z.B. an Berührungsstellen verschiedener Unterbaumaterialien) kann erfindungsgemäß eingesetzt werden, um das Eindringen von Schmutz in den Oberschotter/den Bahnschotter zu verhindern,
• in Kombination mit der vorzusehenden Drainagematte zur Unterstützung bei der Verhinderung von Spülerosion der Oberfläche und der Unterbauten,
• Ermöglichung eines Anstiegs angewandter Lasten und der Geschwindigkeit von schwingenden Lasten ohne erhebliche Zunahme bei der Wartung des Unterbaus und zur Verringerung der am Unterbau herbeigeführten Beschädigung auf Grund der angewandten Lasten,
• Verringerung der Erzeugung und Übertragung von Umgebungslärm,
• Hochleistungsreinigung (z.B. Sauger) von verstärktem Oberbau zur Aufrechterhaltung der Sauberkeit (Müll, Fäkalien, Laub, Astwerk, Zigarettenreste etc.) bei reduzierten Kosten ist - wenn gewünscht - möglich, indem die Schotterflächen zwischen den Schwellen mit einem anderen Material (UV beständig) in einem Arbeitsgang verklebt werden,
• Verbesserung der statischen und dynamischen Leistungsparameter des Ober- und Unterbaus.

Gravel superstructures that are reinforced and stabilized by the treatment method described above can also be used to:

• short-term stabilization of overstressed substructures until the final rehabilitation of the section (eg sludge production and "wet spots" in a railroad track),
• vertical, lateral and longitudinal stabilization (in a railway track eg of transition curves, large elevations, eg to reduce the maintenance effort),
• Stabilization of tunnel tracks,
• Reinforcement of bridge tracks, including transitions before and after bridges to prevent load transients,
• Reduction of web body stress due to increased PU foam stiffness and strength properties, prevention of induced plastic stress and deterioration of the separation of particles (eg by splintering) by almost total prevention of the movement of the particles,
• Reducing the occurrence of polluted particles,
• a PU foam membrane (eg at points of contact of various substructure materials) can be used according to the invention in order to prevent the ingress of dirt into the upper ballast / railway ballast,
• in combination with the drainage mat to aid in preventing erosion of the surface and substructures,
• Allowing an increase in applied loads and the speed of oscillating loads without a significant increase in the maintenance of the substructure and to reduce the damage caused to the substructure due to the applied loads,
• Reducing the generation and transmission of environmental noise,
• High performance cleaning (eg vacuum cleaner) of reinforced superstructure to maintain cleanliness (garbage, faeces, leaves, branches, cigarettes, etc.) at reduced costs is possible if desired, by the gravel surfaces between the sleepers with another material (UV resistant) in glued to one operation,
• Improvement of the static and dynamic performance parameters of the superstructure and substructure.

The composition of the foam is selected based on the stiffness and strength properties required by the composite. In particular, the tensile and shear strength properties of the foam are determined as part of the design process.

In areas of poor geological formations, the foam properties (e.g., stiffness) are designed to ensure that an effective cushion-like foundation of stabilized ballast is built over the weak area. If the rigidity is high enough, a more even load distribution at the point of contact with the sheet body occurs.

For high maintenance turnouts, foam properties are selected to more effectively distribute the large vertical forces under the turnout while still maintaining good composite damping properties. A raising of the threshold by the introduction of the foam is largely excluded.

In new construction of tracks holes 20 may be provided in the thresholds 11 at various points in the production so that the intumescent material can be injected directly into the underlying gravel and stabilize it completely.

For height / lateral adjustability available in the construction of routes on the market - the prior art - rail fasteners (known from the installation, for example, in "slab tracks") to provide or install to be able to regulate any settlements from the ground later.

As can be seen from the descriptions and accompanying drawings, the track consists of foamed gravel and unfused gravel.

The foamed area is always below the threshold and in the load-bearing areas. This creates a conical foamed structure in the vicinity of the threshold.

By the e.g. Double-track route on straight stretches or in bends with the necessary track sub-elevations are created by the selected economical foaming of the gravel body areas in which the accumulated rainwater can not be dissipated in the usual way as in a completely open ballast body.

The chosen embodiment with the plastic drainage mat laid on the subplan takes this problem into account.

In all cases, the rainwater in the problem areas has access to the plastic drainage mats and is hereby ordered and discharged to the outside.

Due to the selected laying over the entire surface of the gravel, the water leaves no signs of erosion on the sub-surface and thus helps to protect the substructure of the track.

Fig. 1

einen Vertikal-Querschnitt durch einen erfindungsgemäßen Gleisoberbau für einen eingleisigen Streckenabschnitt,

Fig. 2

eine Draufsicht auf den Gleisoberbau gemäß Fig. 1,

Fig. 3

einen Vertikal-Längsschnitt durch einen erfindungsgemäßen Gleisoberbau für einen eingleisigen Streckenabschnitt, und

Fig. 4

einen Vertikal-Querschnitt durch einen erfindungsgemäßen Gleisoberbau für einen Doppelgleis-Streckenabschnitt.

The invention will be explained in more detail with reference to the drawing. In detail show:

Fig. 1

a vertical cross-section through a track superstructure according to the invention for a single-track section,

Fig. 2

a plan view of the track superstructure according to Fig. 1 .

Fig. 3

a vertical longitudinal section through a track superstructure according to the invention for a single-track section, and

Fig. 4

a vertical cross section through a track superstructure according to the invention for a double track section.

The track superstructure according to the invention is in a first embodiment in the FIGS. 1 to 3 shown. The track superstructure is located on a subgrade 12, which is inclined as usual and may have a protective layer of asphalt or gravel. On the substrate 12 (Planum) is a drainage mat 14, on which a ballast body 16 of individual ballast stones 18 (in the Fig. 1 and 2 implies and in Fig. 3 partly shown in detail). Embedded in the upper area of the ballast body 16 are wooden, concrete or steel sleepers 20, to which the rails 24 are fastened via fastening points which are in particular height-adjustable (indicated at 22).

Starting from the sleepers 20, the load transfer regions 26 are defined in the ballast body 16, within which the loads occurring when the rails 24 travel over are transferred to the ground 12.

On average according to Fig. 3 These load transfer regions 26 are trapezoidal. Within the end region of the ballast body 16 facing the base 12, the load transfer regions 26 merge into one another. In the plan view, the load transfer area 26 is as in FIG Fig. 2 The regions between adjacent load transfer regions 26 are substantially V-shaped.

Prior to commissioning of the track superstructure 10 of the ballast body 16 is stuffed and added to cause an initial setting in vibration.

According to the invention, the cavities between the ballast stones 18 within the load transfer regions 26 are now completely filled with foam, preferably with a PU foam 28 which is adjusted according to the requirements and loads. PU foams can be adjusted to the respective requirements with regard to, for example, compressive strength, adhesion and foaming behavior adjust accordingly, which is generally well known and leads to an optimal for the particular application foam material. The ballast stones 18 within the load transfer areas 26 are thus fixed in position; Below the sills 20 are lower side soffits 30 made of a (elastic) plastic material. The foam 28 may also be disposed laterally of the lower portions of the sills 20 so that they are embedded by ballast body regions provided with the foam 28.

As in particular by means of Fig. 3 it can be seen, therefore remain in the track superstructure 10 according to the invention, the areas 32 of the ballast 16 between the load transfer areas 26 free of foam, so that rain water can flow across the track superstructure 10. By introducing a slope along the at 34 in Fig. 3 indicated contact line of two adjacent load transfer areas 26, which forms the sole of a zone 32, this discharge is additionally supported. Rainfall water which impinges on the ballast body 16 laterally of the track outside the load transfer areas 26 (in FIG Fig. 1 indicated at 34) or laterally abuts the ballast body 16, flows through the drainage mat 14 below the track superstructure 10 from.

The advantage of a drainage mat 14 below a track superstructure is particularly evident in a two- or multi-track route, as in Fig. 4 is shown. As far as the individual components of the track superstructure 10 'of Fig. 4 identical or equal to the individual components of the track superstructure 10 of FIGS. 1 to 3 are. are they in Fig. 4 marked with the same reference numerals.

Rainwater that flows within zones 34 of the in Fig. 4 collecting right part of the ballast body 16, flows to the center 38 of the ballast body 16 from where it passes through the Fig. 4 left part of the drainage mat 14 below the in Fig. 4 Traced left track.

For the introduction of the foam in the ballast bed is z. For example, the following device:

• Triebfahrzeug
• Vorratslager für je einen Tank für die Komponenten des Schaums
• Vorratslager für Brennstoff zur Aufheizung und Trocknung des Gleiskörpers
• Heiz- und Trocknungseinheit, Pressluftversorgung
• Schaumapplikator

In an existing or newly manufactured track bed, the foam is introduced with a device that is mounted on a rail vehicle. This device consists of the following sections:

• train
• Storage for each one tank for the components of the foam
• Storage for fuel for heating and drying of the track body
• Heating and drying unit, compressed air supply
• foam applicator

As a traction vehicle, a vehicle with the possibility of a stepping operation for the passage of <1m / sec can be used, with which the system can be offset with cm-accuracy.

The storage warehouses are equipped with KTCs, which can be filled at the factory and placed on a crane and lifted off.

The heating and drying unit preferably has a lowerable bell of z. B. at least 6 x 2.5 m ² , in the hot air from z. B. a support burner is conveyed in an air line by blower. This unit can be set several times (eg three times) in succession, in order to be able to set the necessary foaming parameters depending on the outside temperature and humidity of the ballast. The heating can be done with mineral oil products, gas or with natural vegetable oils. The exhaust heat and the waste heat of the locomotive can also be used. The warm, moisture-saturated air exits sideways from the track body.

In the heated and dried gravel the foam is applied. For this example, a device, each up to eight foam lances for each Has threshold side and several hovering, for example, ten, can operate simultaneously. The foam lances can be individually lowered into the ballast body by a propulsion device. The necessary lowering is calculated by determining the inclination of the track body by a process computer for each lance. The lances can be closed at the bottom and provided with lateral outlet nozzles with the same or different opening widths. Within the device, the lances are displaceable by lateral drives and are positioned by measuring devices directly next to the threshold body. After lowering the lances to the calculated point, the foaming process controlled by the process computer is triggered. Here are pumped by pumps for each lance in the mixing head at the top of the lance, the calculated amounts of the components and mixed there and pressed into the ballast body. At the same time, the lances are pulled out of the ballast bed with a drive in a speed previously calculated and controlled by the process computer. The computer recognizes the end point of the foaming process and shuts down the pumps or closes the valves at the mixing head. Immediately, the lance is blown free with compressed air and rinsed with hot water and blown dry again with compressed air.

The device is started up after this clock simultaneously with the heating bells. During the phase of moving the device, the air heating and blowers are switched off. The train can then be moved to repeat the process on the subsequent segment.

The lances are interchangeably mounted on a part that receives the drive as a support for the vertical introduction into the ballast body. Then the mixing head is attached. The lower part of the lance is made of a wear-resistant material, e.g. Tungsten carbide or equivalent steel.

Claims (10)

1. A track superstructure for a railway on a subgrade (12) inclined transversely to the length thereof, comprising

   - a ballast structure (16) of individual ballast stones (18), and

   - sleepers (20) embedded in the ballast structure, on which rails (24) may be mounted, the ballast structure (16) comprising load dissipation regions (26) beneath the sleepers (20), said regions receiving loads acting vertically on the ballast structure (16) via said sleepers (20) when a train rides on the rails (24) and transferring these loads to the subgrade (12) below the ballast structure (16),

   characterized in that

   - substantially only the voids between the ballast stones (18) within the load dissipation regions (26) of the ballast structure (16) are filled with a foam material (28), especially a PU foam material, for fixing the ballast stones (18) in a stable position in these regions (26), and

   - an elastic drain layer (14) is arranged between the ballast structure (16) and the subgrade (12).
2. The track superstructure of claim 1, characterized in that the drain layer (14) is a porous layer of interconnected particles of elastomer material, especially rubber particles, preferably of recycled tires.
3. The track superstructure of claim 1 or 2, characterized in that a nonwoven material is provided above and/or beneath the drain layer (14).
4. The track superstructure of one of claims 1 to 3, characterized in that the bottom faces of the sleepers (20) are provided with a footing (30) of an elastic material, especially a plastic material.
5. The track superstructure of one of claims 1 to 4, characterized in that the rails (24) are mounted to the sleepers (20) so as to be vertically adjustable.
6. A method for making a track superstructure for a railway on a subgrade inclined transversely to the length thereof, wherein

   - an elastic drain mat (14) is arranged on the subgrade,

   - a ballast structure (16) of individual ballast stones (18) having voids between them is formed on the drain mat (14),

   - sleepers (20) are embedded into the ballast structure (16),

   - rails (24) are fastened on the sleepers (20), and

   - a foamable material (28) is introduced into the voids between the ballast stones (18) to fix the stones in a stable position, the foamable material being introduced into the voids between ballast stones substantially present within load dissipation regions (26) of the ballast structure (16) beneath the sleepers (20).
7. The method for making a track superstructure of claim 6, characterized in that the ballast stones (18) are washed before the ballast structure (16) is built and/or before the foamable material (28) is introduced into the ballast structure (16).
8. The method for making a track superstructure of claim 6 or 7, characterized in that the ballast structure (16) is heated prior to the introduction of the foamable material (28).
9. The method for making a track superstructure of one of claims 6 to 8, characterized in that sleepers (20) with a footing (30) of an elastic material, especially plastics material, are embedded in the ballast structure (16).
10. The method for making a track superstructure of one of claims 6 to 9, characterized in that the ballast structure (16) is compacted and/or vibrated to cause a first subsiding prior to the introduction of the foamable material (28).

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