EP3997270B1 - Ballast-plastic composite body - Google Patents

Description

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

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

• 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, for example (also vice versa or in combination)

• when changing the subsoil or substructure,
• when transitioning from engineering structures to earthworks, after railway crossings
• when changing the (track) superstructure
• between bridge parts (expansion joint),
• in 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 grounds. This affects the quality in the transition to and in the adjacent areas of the sections and requires maintenance measures (such as increased gravel 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-mfs-usm-g-1023.htm)
• Geogitter (https://prestogeo.us6.list-manage.com/track/click?u=98969490d8cc67906f7499661&id=90201c1ddc&e=b23a9 d 1892)
• 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 semi-rigid bonding of the gravel stones to one another (https://www.gremmler.de/systeme/schotterverklebung/)
• Insertion of sub-ballast mats (http://www.calenberg-ingenieure.de/pr-gleisbauunterschottermatten-gleisbettmatten-mfs-usm-g-1023.htm)
• Geogrid (https://prestogeo.us6.list-manage.com/track/click?u=98969490d8cc67906f7499661&id=90201c1ddc&e=b23a9 d 1892)
• Foaming of the entire load transfer area below a threshold (https://www.hyperion-ip.eu/dursys/durflex/)

The CN 107 313 313 A proposes a gravel-plastic composite body arranged on a threshold.

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

The most common, permanent method for optimizing transitions to date is dampening mats that are installed between the upper bulk material and the base layer. Due to the construction, the prerequisite and requirement of the manufacturer is that the base layer on which these dampening mats (e.g. sub-ballast mats from Getzner) are placed is very clean ("swept") so that any loss of quality during construction and thus possible loss of effectiveness can be avoided so that the relatively thin mats are not destroyed in the structure by sharp stones or similar.

In addition, the guidelines of Deutsche Bahn AG, e.g. Ril 836, also provide for a supporting lateral boundary for this application in order to prevent otherwise potentially possible flow (due to the dynamically introduced forces/frequencies) of the ballast stone 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 subsoils in a track section. Another task is to better compensate for a relative movement of parts of a substructure relative to one another in the area of a transition.

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

The invention provides a gravel-plastic composite body, having the features of claim 1, comprising plastic, which is preferably selected from a polyurethane foam or a synthetic resin. The plastic connects the gravel stones.

The gravel-plastic composite body 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, was besonders vorteilhaft ist, aber dennoch- nach Stopfen, mit verklebbarem Material (z.B. TPH STARRGLEIS SIL, http://www.tph-bausysteme.com/iniektionstechnik/polymerstabilisierende-geoinjektionpsgir/starrgleis-sil/) verbunden werden können, falls 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.
• Der erfindungsgemäße Verbundkörper kann zur Homogenisierung dynamischer Kräfte aus der Betriebsbelastung dienen, besonders im Bereich von Übergängen verschiedener Bauwerke, wie z.B. von Betonbauwerk auf Erdbauwerk.
• Die Erfindung erlaubt die Kompensation von Steifigkeiten in Übergangszonen in einem Gleisbett oder Unterbau.
• Die Erfindung erlaubt durch Kombination von Verbundkörpern die Herstellung verschiedener Geometrien in Länge, Breite und/oder Höhe.
• 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 an anderem Ort hergestellt werden und bei Bedarf verwendet werden. Ferner ist der Verbundkörper auf einfache Weise wieder entfernbar and abtransportierbar.
• Von der Erfindung wird ein elastischer Verbundkörper bereitgestellt, der sich besonders zur Überbrückung von Übergängen eignet.
• 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 Elastizitäten der Nebenabschnitte bzw. dem darüber befindlichen Korngerüst unterscheidet.
• 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 wiederherzustellen.
• 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 wiederhergestellt 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.
• Kunststoff, z.B. 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 ist so dimensioniert, 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.
• Der Verbundkörper kann, vorzugsweise bei einer Gleisbetterneuerung, als Ganzes entnommen und abtransportiert werden. Eine Wiederverwendung an gleichem oder anderem Ort ist möglich. Alternativ kann der Verbundkörper, vorzugsweise bei der Gleisbetterneuerung, an Ort und Stelle verbleiben und nur darüber befindlicher Schotter/Gleistragepatte/Bodenbelag entfernt werden, was eine ökonomische und ressourcenschonende Vorgehensweise ist.
• Bei einem Einbringen eines Verbundkörpers unter ein Gleis bei bereits bestehendem Gleis müssen keine Schienen durchtrennt werden, da die Dimensionen des Verbundkörpers so bemessen werden können, dass ein Einbau durch Bewegen durch den Schienenzwischenraum ermöglicht wird.
• Die Erfindung reduziert die durch den Schienenverkehr verursachten Geräusch- und Vibrationsemissionen und ist robust.
• Auftretende vertikale und horizontale Kräfte werden von der permanent flexiblen Verbundkörperplatte aufgenommen, gedämpft und gleichmäßig auf den tragenden Untergrund verteilt. Negative Auswirkungen durch Unregelmäßigkeiten werden beseitigt.

The invention, in one or more of its general or specific embodiments, achieves one or more of the following advantages, which also name preferred uses of the invention:

• The use of polyurethane to connect ballast stones in track construction is known per se. However, the present invention provides a movable composite body that can be specifically placed in areas of a transition or a weak point in the subsoil of the superstructure and can be combined with a layer of gravel lying thereon. The invention provides a movable plate that can be moved from the place of use or installation can be manufactured at different locations and can therefore take place 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 gravel-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 will be described in more detail below. Further ballast (e.g. top ballast/filling ballast) can be piled onto the composite body, the ballast stones of which are not connected by plastic, which is particularly advantageous, but still - after plugging, with bondable material (e.g. TPH STARRGEIS SIL, http://www.tph -bausysteme.com/iniektionstechnik/polymerstabilisiertieren-geoinjektionpsgir/starrgleis-sil/ ) can be connected if desired.
• The invention makes it possible to mitigate or overcome construction-related disadvantages of the prior art through the type of composite body according to the invention and methods according to the invention. The invention reduces the stress on the substrate. The filter stability to closely spaced sands is also still maintained.
• The invention reduces position changes in the track bed caused by temperature changes, railway operation and ground settlement, and reduces vibrations by reducing track position defects/hollow sleeper positions resulting from position changes.
• The composite body according to the invention can be used to homogenize dynamic forces from the operating load, especially in the area of transitions between different structures, such as from concrete structures to earth structures.
• The invention allows the compensation of stiffness in transition zones in a track bed or substructure.
• The invention allows the production of different geometries in length, width and/or height by combining composite bodies.
• Since the positional stability of a bulk material in the area of a transition, especially in the vicinity of a joint, is reduced, the composite body prevents movements in the direct area and reduces movements of the components above it, including below the threshold and in the stuffing area. The same also applies to sections outside of transitions that are at risk of settlement.
• The invention enables the composite body to be brought to the intended installation location and placed specifically and permanently in a manner suitable for the construction site and without an excessive risk of destruction. The composite body can be manufactured at another location regardless of the weather and used if necessary. Furthermore, the composite body can be easily removed and transported away.
• The invention provides an elastic composite body that is particularly suitable for bridging transitions.
• When using the invention between two bridge parts and over a bridge joint below a track bed, the elasticity in the transition is not or insignificantly changed in relation to the sections located next to it, since the load-bearing, force-dissipating function continues to be derived from the ballast grain structure in the composite body and therefore does not depend on the elasticity of the secondary sections or the grain structure above them.
• The invention can also be used on open roads, regardless of a transition, for example on sections with less stable subsoils or subsoils that transmit vibrations, in order to reduce settlement.
• The method according to the invention can be designed in such a way that after an excavation pit has been created, a connection of the gravel with the plastic, in particular a polyurethane foaming with the gravel, can be carried out in an industrially replicable manner and independent of weather influences.
• Since the ballast-plastic composite body has a long service life and is protected against UV radiation by the ballast above it, it can remain permanently in the track bed even during maintenance, repairs or track reconstruction. A complication with mechanical track conversion processes/ballast cleaning, sleeper changes are not currently taking place.
• The composite body can be combined with gravel piled on top (backfill/top gravel), as described below. If settlement occurs there, it is still possible to restore the target height without complications using track potting devices.
• In addition, which is particularly advantageous in the transition area, there is also the possibility of subsequently raising the composite body in areas with millimeter precision through targeted foaming plastic injections into the area under the composite body. By designing the ballast-plastic composite body on the underside as a composite body that is basically movable but cannot be penetrated from below due to the previous foaming, it is possible to prevent it from rising into the composite body itself and the area above it, so that the target height of the track can be reached via this path can be restored with millimeter precision and penetration into the backfill gravel is impossible. Afterwards, normal tamping of backfill/top ballast applied to the composite body is still possible at any time.
• The composite body preferably has the same elasticity! Stiffness like a gravel fill, in which the gravel stones are compacted but not permanently connected by a plastic.
• The intended elasticity in the ballast track is preferably not changed by the composite body according to the invention. Preferably, a ballast structure made of ballast stones present in the composite body takes on the supporting role.
• Plastic, eg polyurethane, in the composite body is protected from UV light when the composite body is covered by additional gravel.
• The composite body can be easily and robustly combined to form several panels in length, width and height.
• The composite body can be easily transported to the construction site on rail wagons while adhering to the standard clearance profiles and can be laid easily and robustly on the construction site, for example using an excavator.
• The composite body is dimensioned so that it can be placed between rails in a prepared excavation pit.
• The composite body can compensate for differences in stiffness and have the same elasticity as non-foamed backfill gravel above it.
• Over the course of the service life of the track, the invention enables easy maintenance (tamping, cleaning) of the track, and the composite body does not have to be removed during track work.
• The composite body can be removed as a whole and transported away, preferably when the track bed is being renewed. Reuse in the same or different location is possible. Alternatively, the composite body can remain in place, preferably when renewing the track bed, and only the ballast/track mat/floor covering above it can be removed, which is an economical and resource-saving approach.
• When inserting a composite body under a track where the track already exists, no rails need to be cut because the dimensions of the composite body can be dimensioned such that installation is made possible by moving through the space between the rails.
• The invention reduces noise and vibration emissions caused by rail traffic and is robust.
• Occurring vertical and horizontal forces are absorbed by the permanently flexible composite panel, dampened and evenly distributed across the supporting surface. Negative effects caused by irregularities are eliminated.

The composite body is an isolated body that is movable or transportable. It is preferably in the form of a movable and/or transportable body, in particular it is in the form of a movable and/or transportable plate. The composite body can be removed as a whole or removed. In particular, it can be removed or removed again from an installation position, for example in a track bed.

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, ie a plastic that can be formed by combining several components or is formed from several components. Examples of multiple components are a prepolymer and a hardener, or a diol or polyol and a polyisocyanate. By choosing several components, 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 stiffness, can be controlled by selecting the components. The plastic is preferably selected from one 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 in principle known from the prior art in numerous variants and is known specifically for the foaming of gravel stones, for example EP 1 619 305 or DE 10 2006 003 033 A1 .

The plastic fills the spaces between the gravel stones in the composite body. Not all gaps necessarily have to be filled or completely filled, but this is advantageous. By filling the gaps, drainage or outflow of water through the composite body is preferably not ensured, but rather drainage to the side is preferred.

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 gravel stones protrude in whole or in part. The surface here is at least one, preferably all, outer surfaces of the composite body designed as a plate.

The surface can be flat or, alternatively, have one or more indentations or bulges (bulges). These 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. Side 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, for example, in m ² ) than the upward-facing surface and/or the surface bottom facing surface. This preferably applies to a cuboid shape of the composite body.

In one embodiment, the composite body has the basic shape of a 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 interlocking 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 gravel stones partially protrude from one of the surfaces. However, in a further embodiment this is not the case.

In one embodiment, gravel stones touch each other in the composite body. In a special embodiment, each ballast stone comes into contact with at least one neighboring ballast stone, preferably with several neighboring ballast stones.

In one embodiment, the gravel stones form a dense packing in the composite body.

In one embodiment of the composite body, the composite body, in particular the plate, is cuboid.

• Breite: 600 mm bis 2700 mm.
• Länge: 500 mm bis 5000 mm.
• Höhe: 100 mm bis 150 mm.

The external dimensions of the plate according to the invention are:

• Width: 600mm to 2700mm.
• Length: 500mm to 5000mm.
• Height: 100mm to 150mm

The width can correspond to the width of the road. The length can be adjusted as desired. All of these length, width and height ranges can be combined with one another as desired; Multi-layer versions can also be displayed based on height.

If the composite body is placed in a track bed or track body, the length refers to the longitudinal direction of the track bed and the width to the transverse direction, i.e. H. the direction transverse 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,

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

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

In this embodiment, the width of the composite body is preferably measured according to the gauge of the track. In Germany there is a track gauge of 1.435m, so a width of ≤ 1435 mm is advantageous for easy insertion of the prefabricated composite bodies. It is then possible to place the respective composite body, in particular the respective plate (here at least two plates are advantageous in order to completely cover the track cross section and the backfill ballast), in a method according to the invention described below between the rails and into a prepared excavation pit. The composite body can be inserted lengthwise and positioned without turning. Of course, it is also possible to insert the composite body lengthwise and then turn it lying down or to thread it in a tilted, angled position and to pivot or rotate it after passing the rail base (auxiliary tie rods and suitcase blocks are preferably removed in the meantime before inserting the composite body). Push/pull under the rail from the center to the outer edge. If space permits, this can also be done from the outside of the track towards the middle. 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. The weight and dimensions of the composite body should be preferred be dimensioned in such a way that it can be transported to the actual construction site using existing transport options (flat wagons, switch transport wagons, truck trailers), forwards/backwards or from the siding using standard lifting technology (two-way excavator/crane (Kirow)) and then can be introduced into the open construction section in sections. For this purpose, conveyor belts (metal, plastic, natural fabric materials) can be provided under or in the composite body at the factory, preferably by inserting them into the mold before foaming. Through foaming, these then become an integrative part of the composite body. After aligning the composite body on or in the composite body, these can be left either completely or cut off/separated on the sides (for easy retrieval later in the event of expansion), if necessary with the possibility of being attached to these interfaces using provided pick-up points at a later point in time (expansion at the end of the service life) with new transport devices. The conveyor belts can also be used to fasten composite bodies to one another.

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

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,

In one aspect, the invention relates to a track bed, having at least one ballast-plastic composite body as described above. The composite body can be removed or removed from the track bed as a whole, in particular from an installed position, removed again or removed.

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

The composite body can compensate for inhomogeneities.

An arrangement adjacent to a gap, transition or gap preferably means an arrangement adjacent or abutting the gap, transition or gap.

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

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

The gap, transition or gap 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. a movement/expansion joint) or a
• ∘ before or after a joint or gap
• ∘ abutting another superstructure section. Here the composite body forms a superstructure section and is placed adjacent to another superstructure section
• ∘ over a subgrade protection layer, substructure or subsoil

• 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 gap (i.e. cover at a top side) or abut the gap, transition or gap or cover the gap, transition or gap (i.e. at the bottom, or facing the bottom of the gap , transition or gap cover this").

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

The substructure is understood to mean, in particular, an earthwork or artificial structure which is arranged between the superstructure and the subsoil. The subsoil is the existing soil or rock that has not been changed by structural measures. In a more specific definition, the term substructure refers to the structural elements that support 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 hereinafter in the invention, describes or includes the track bed or the track body.

In one embodiment, a track bed is specified, comprising heaped ballast arranged above the at least one ballast-plastic composite body, or a track support plate arranged above the at least one ballast-plastic composite body, or a floor covering arranged above the at least one ballast-plastic composite body. The heaped gravel mentioned preferably has no plastic in the spaces between gravel stones. In the case of the above-mentioned heaped gravel, gravel stones are preferably not connected by plastic. The heaped gravel mentioned is preferably packable or re-compactable. The piled gravel mentioned can preferably be removed again in the form of individual gravel stones.

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

The use of the composite body in a track bed, track body or railway body is preferably carried out in sections <50m and >1m of the track bed, track body or railway body, preferably in sections >2 m and <20m. Several sections can also be combined, even in alternation. By placing several composite bodies together, longer sections can also be easily represented.

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

It has been shown that such a track bed can be used to advantageously bridge crossings. The heaped gravel is not connected to one another by a binder, but in a further step can be connected to each other and also to the composite body using a binder. Alternatively, composite bodies can also be glued together if several are used. To maintain the section, the backfill gravel can be treated using known methods, in particular tamped or cleaned. The underlying composite body can remain permanently. The gravel piled on top of the composite body protects the composite body. Gravel piled onto the composite body can press into the composite body where polyurethane is located. As a result, heaped gravel stones can intervene in the spaces between the gravel stones of the composite body. This allows a durable connection and homogeneous structure to be created between the piled gravel and the composite body.

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

Between the ballast, the track support slab or the floor covering on the one hand and the composite body on the other hand there can be an intermediate layer, for example a drainage layer or a chippings subsoil. Alternatively, the track support plate can be placed directly on the composite body, gravel can be piled up directly or a floor covering can be applied directly.

A floor covering, also referred to as a path 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 installed on the track bed, in particular sleepers and rails are installed on the track bed.

In one embodiment, the track can be arranged on piled-up gravel, or on a track support plate, or on a floor covering. This means on piled-up gravel, or on a track support slab or on a floor covering, which is located above the composite body. Sleepers can be placed on the track on piled-up gravel, or on a track support slab or on a floor covering. In this case, the composite body has no contact with the sleepers. In this embodiment, for example, an area of gravel to be stuffed is arranged above the composite body. It is also possible to replace the ballast, the track support slab or the floor covering without removing the composite body.

In another embodiment, sleepers can be placed directly on the gravel-plastic composite body. “Directly placed” here means that the sleepers have contact with the gravel-plastic composite body, i.e. are placed in contact with the gravel-plastic composite body.

In one embodiment, the track bed has heaped ballast in the track body, 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, for example, areas between and/or next to the thresholds, for example on the outside of the thresholds. In alternative variants, at least one track support plate is arranged in at least one area where there are no sleepers, or a floor covering is arranged in areas where there are no sleepers.

Such a relocation can advantageously be carried out in the area of the load propagation area of the sleepers, e.g. during repair work such as replacing the track sleepers with a sleeper changing device. The advantage (also) of this method is that the track grating, in particular the sleepers, can be easily separated from the composite body when carrying out renovation work. A composite body under the track can be retained.

In a special variant of this embodiment, several of the ballast-plastic composite bodies are present, with ballast-plastic composite bodies being arranged in a first row below a first rail which is attached to the sleepers, adjacent to 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 attached to the sleepers, adjacent to one another in the longitudinal direction. There may be a gap between both rows of composite bodies, which can be filled with gravel. Alternatively, the two rows of composite bodies can abut each other, for example at an abutting edge running in the longitudinal direction (rails longitudinal direction, track longitudinal direction, or track body longitudinal direction). This achieves increased positional stability. This embodiment makes it possible to produce a cost-efficient track positioning system that reduces noise and vibration emissions as part of simple repair measures.

In one embodiment of a previously mentioned track bed or a previously mentioned track body, a track bed or track body is specified, wherein the ballast-plastic composite body is located above a transition, gap, or gap 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 location 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 gap or abuts the transition, gap or gap or covers the transition, gap or gap.

In one embodiment, the composite body rests 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 have different settlement behavior have, or abuts 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 particularly selected 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 gravel to asphalt or a transition from gravel to concrete.

Abutting on 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 can have a different height level (height offset) and the composite body abuts the transition. Preferably, the height of the composite body is dimensioned such that it compensates for the height offset.

Settlement behavior, alternatively referred to as "settlement", is the time-dependent lowering of the track bed or track body due to gradual compaction of the substructure. If the settlement behavior differs, a first section of the substructure has a stronger settlement than a second section of the substructure, with the transition, the gap or the space being formed between these sections.

In connection with different settlement behavior, the term transition, gap or gap refers in particular to a structure in which the settlement behavior, in particular the bed stiffness, of the track bed or track body changes sharply or abruptly over a short distance. The sudden change can occur, for example, when transitioning from a ballasted track to a slab track, from a clear stretch of road to a bridge, when transitioning into a tunnel, at a road crossing or when changing from the track to a switch. Even with similar superstructure systems, changing the substructure or subsoil can lead to increased maintenance costs. For example, in the case of a transition to bridges, both the different subsoil stiffnesses and uneven settlements 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 railway body is formed from a superstructure and a substructure, in particular from a substructure and also 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 des Gemisches zu dem Polyurethanschaumstoff, sodass im Inneren der Form der Schotter-Kunststoff-Verbundkörper erhalten wird,
• Trennen des Schotter-Kunststoff-Verbundkörpers von der Form.

In an unclaimed aspect, the disclosure relates to a method for producing a gravel-plastic composite body as described above

• Providing a closable mold which, when closed, has the internal dimensions of the gravel-plastic composite body to be produced,
• Filling the form with gravel stones,
• Filling the spaces between the gravel stones with a mixture that can be reacted to form a plastic, the filling taking place before the mold is closed or after the mold is closed through at least one opening for introducing the mixture,
• Reacting the mixture to form the polyurethane foam, so that the gravel-plastic composite body is obtained inside the mold,
• Separating the gravel-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 using a corresponding procedural design. Conversely, a previously disclosed composite body is obtainable by such a method and may have features disclosed in terms of the method.

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

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

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

The mold can be designed in such a way that side walls, preferably all side walls of the mold, can be separated from one another. This makes it easier to separate/remove the formwork from the manufactured composite body.

One or more, preferably all, interior 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.

Alternatively or in addition, a non-eluting additive can be integrated into a molecular structure of an additional separating layer inserted between the mold and the later composite body, in particular with PU as a plastic. This avoids sticking to the polyurethane foam if it is used. The thickness of the separating layer can be taken into account when calculating the internal dimensions of the mold. Oil can be used as a separating agent; for example, a paper or a plastic layer can be used as a 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 creates a different surface structure than if it were made smooth. This produces the above-mentioned indentations or bulges in the composite body. If necessary, this can be used to increase the roughness or to provide recesses/seams that enable at least two composite bodies to be placed together in a precise or form-fitting manner. A pattern formed by the indentations/bulges can be designed in such a way that it enables several composite bodies to interlock with one another.

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

After compaction, the introduced gravel preferably has a height (thickness, gravel 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 railway infrastructure operators to continue to maintain the area above in an automated manner (e.g. using tamping machines as are common on railways) and thus, for example, to restore the target track position.

The mold preferably contains one or more openings through which spaces between the gravel stones are filled with a mixture that can be reacted 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 gravel stone to twist out of its compacted position. This can be done by the weight of the mold lid or by holding the lid down mechanically. The still liquid mixture only reacts after it has been introduced and then foams up. Pressures of up to 10 bar, preferably 5 bar, can be expected for the rising foam, especially with pressures between 2 and 1 bar.

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

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

The mixture can be done outside the dosing machine in a barrel and then using a barrel stirrer for homogenization or in the work container of the dosing machine and mixed in using the work container's agitator.

• 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.

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 dosing 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 line to the container
• Electronic temperature measurements in the high-pressure line to the mixing head
• Electronic temperature measurements in the day containers
• The day container 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 optionally be provided.
• Filters of suitable fineness should preferably be provided on both the suction and pressure sides of the metering pumps to protect the metering pumps and to avoid blockages on the mixing head nozzles.
• The discharge rate of the polyurethane mixture can preferably be varied within a wide range around the design point of 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 on 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 also effectively prevents the stones from twisting during the injection and during the reaction process.

In one variant, lances through which the mixture is passed are immersed through openings, in particular in the lid of the mold, up to the top of the gravel or into the compacted gravel body. In this case, the mixture can be introduced under pressure.

Methods 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 using a corresponding procedural design. Conversely, a previously disclosed track bed is obtainable by such a method and may have procedurally disclosed features. The same applies to a track body disclosed below.

The invention further relates to a method for producing a track bed described above, according to the features of claim 12.

The method can advantageously be carried out in the course of cleaning the bedding, in particular the placement of the gravel-plastic composite body.

Preferably, the placement or laying of the composite body takes place using provided conveyor belts (see previous description of conveyor belts under "Prefabrication of the composite body/finished part"), which are brought together, for example, on a traverse, which in turn is preferably on a pivotable/rotatable laying arm (tilt rotator). is attached. Alternatively, placement can take place using vacuum technology. The composite body can then be gripped or sucked in from above or from the side. Another alternative is to place it as part of a mechanical bed cleaning takes place. See also patent application DE 11 2007 000 323.5 .

The term “piling up gravel over the gravel-plastic composite body” includes the case in which the gravel is not piled directly “onto” the composite body, but rather an intermediate layer is present which, according to the method, is previously arranged or placed 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 rather an intermediate layer is present, which according to the method is previously arranged or placed on the composite body.

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 using a vacuum. If the foam is porous, this can lead to optimizing the adhesion.

Placing gravel stones on a substructure is placing base gravel. Preferably, this base gravel is already in the temperature and humidity range suitable for the reaction (i.e. reaction of the mixture to form the plastic). Otherwise, the gravel can be conditioned, for example by introducing air currents from outside.

Conditioning can be advantageous in order to prevent - depending on the PU used - an undesirable reaction to different temperatures and humidity levels. Heaters and air fans can be used for this. It is possible to temporarily enclose the section against weather influences.

The gravel can be delivered in dry, preconditioned batches, preferably in protected containers (e.g. 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 base gravel can be introduced in various ways:

• Not track bound
  • Trucks, conveyor belts, excavators/bunker containers, gravel bags (BigBags) and thermal transport bunkers
  • paver
• track-bound
  • Wagons, including MFS wagons
  • closed (thermal) transport containers (pre-dried and conditioned)
• from different places
  in the track section itself or from the siding

The area located under the base gravel can preferably be prepared in advance in the intended inclination and direction in order to improve or enable a later defined structure of the base gravel profile. If the section to be treated is between two bridge sections (bridge joint), the inclination and direction are automatically determined 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-conducting layer can be provided, which results in a targeted additional guidance of the water under or around the composite body. This can be a water-bearing base layer, a subgrade protection layer or a drainage mat, e.g. B. made of geotextiles, geogrids or similar.

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

It can be provided to place a geotextile, a drainage mat, or an additional solid plate under the composite body.

These aforementioned underlying products/foils/plates may have larger dimensions than the composite body in order to provide connections next to it Films or supporting structures located in composite bodies, 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 to make transport easier when loading to prevent tearing.

Furthermore, the flat products mentioned can serve to optimize water flow under the composite body or enable further optimized load transfer in weak soils.

The composite body can be laid in a trough, for example in tram tracks as a “floating superstructure on a 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 as part of the renovation and conversion of a slab track. A trough can be milled into a slab track (https://www.kutter.de/fahrbahnsanierung/fraesen/grossfraesarbeiten/), into which the composite body is then placed, onto which additional backfill gravel can then be applied.

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

After placing the gravel stones, they are preferably compacted (e.g. using vibrating plates, rollers, other vibration devices) and profiled to the desired size. The process can have a further step:

• Tamping, compacting and/or profiling the gravel or gravel stones placed on the substructure.

The base gravel 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 heaped gravel above it (also referred to as top gravel or Backfilling gravel) can continue to be maintained automatically (e.g. using tamping machines as are common on railways).

As a further step, the method can include tamping the gravel piled up on the composite body. This is a further advantage of the invention, because subsequent tamping of loose gravel applied to the composite body is possible at any time and without destruction.

• 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 process then has further steps
• Applying sleepers and rails to the track bed preferably in two consecutive steps.

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

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

• Placing sleepers in contact with the at least one gravel-plastic composite body,

wherein the ballast is piled up on the ballast-plastic composite body at least there, or a track support plate is at least arranged there, or a floor covering is at least arranged where no sleepers have been placed.

With this method, among other things, a previously mentioned track body is obtained, the track bed having the heaped ballast, 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 condition.

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 in a first row below a first rail, which is attached to the placed sleepers, adjacent to one another in the longitudinal direction , and gravel-plastic composite bodies are arranged in a second row below a second rail, which is attached to the sleepers, adjacent to one another in the longitudinal direction. There may be a gap between both rows of composite bodies, which can be filled with gravel. Alternatively, the two rows of composite bodies can abut each other, for example at an abutting edge running in the longitudinal direction (rails longitudinal direction, track longitudinal direction, or track body longitudinal direction).

• Platzieren von Schwellen auf dem Schotter, auf der Gleistragplatte oder auf dem Bodenbelag.

According to the invention, the method alternatively has:

• Placing sleepers on the ballast, on the track support slab or on the flooring.

In this embodiment, the sleepers are placed without contact with the composite body, because ballast (heaped gravel), the track support plate or the floor covering are arranged between the sleepers and the composite body. With this method, a track body mentioned above is obtained, with the track being arranged on the piled-up ballast, or on the track support plate, or on the floor covering.

In all process variants, a further step can be provided: fastening rails to the sleepers.

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

In a special embodiment of the aforementioned method for producing a track bed, the ballast-plastic composite body is placed or manufactured on or above 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 settling behavior, the composite body being placed or manufactured 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.

A method according to the invention can have as a further step, in particular if the gravel-plastic composite body is produced on or above the transition, gap or gap in the substructure:

• Creating a cover, e.g. a temporary cover, of the transition, in particular a parting line, before placing gravel stones on the substructure.

This prevents the substructure from forming an adhesive bond in the area of the transition with the plastic formed. After the plastic has been formed, in particular a PU or a resin has hardened, there can no longer be any bonding. A separating layer, for example a, is suitable as a cover Separating plate, a separating film or a separating layer, or another separating agent, for example a liquid separating agent.

Methods according to the invention for producing a track bed can be used both when producing a track bed for the first time and when renewing or replacing an old track bed.

In a special embodiment, before placing the ballast-plastic composite body on the substructure or before placing the ballast stones on the substructure, the aforementioned methods for producing a track bed include: removing old ballast from the substructure. This method variant is used when a track bed is not created on a new route but rather 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, having rails and sleepers, and the old ballast is removed in one section and the sleepers are removed in this section, so that in this section the rails remain 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 under the rails from the side of the track, with the sleepers removed in this area.

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

Removing sleepers in said section may mean removing the sleepers from the track entirely or moving them to others along the track Position can be moved to create space for placement of the composite body. Thresholds are removed or moved where the composite body is to be placed to create clearance for placement. This is particularly advantageous on narrow bridges or other confined 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 laterally from the outside.

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. It is possible, for example, to arrange two composite bodies in the transverse direction, which abut one another at an edge oriented in the longitudinal direction. This allows the use of narrower composite bodies that are easier to place, either by inserting them from the outside of one of the rails or through between the rails.

A first composite body can first be placed and thereby placed or moved off-center of the track. A second composite body can then be placed, which connects to the first composite body in the transverse direction, so that the first and second composite bodies cover the width of the track.

If composite bodies abut one another in the longitudinal direction, the placement can preferably be carried out in such a way that there is no transition mentioned under the abutting edge of both composite bodies.

In a further aspect, the disclosure relates to the use of a ballast-plastic composite body according to the invention as described above for producing a track body, for producing a track bed, for producing 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 disclosure relates to the use of a gravel-plastic composite body for dike construction or road construction. In dike construction, the particularly plate-shaped gravel-plastic composite bodies can be used effectively to protect dikes when combined to form larger areas. The durable foam bond, which cannot be attacked by salts or similar, ensures that the gravel stones cannot be washed out even when exposed to strong water and protect the dam. In addition, the foam can also be individually adjusted by adding colors (signal or camouflage effect). Fire retardant agents may also be included.

Fig. 1

zeigt einen Ausschnitt durch einen Schotter-Kunststoff-Verbundkörper in Schnittansicht;

Fig. 2

einen erfindungsgemäßen Gleiskörper auf einem Übergang an einer Brücke im Längsschnitt;

Fig. 3

einen erfindungsgemäßen Gleiskörper im Querschnitt;

Fig. 4

eine Draufsicht auf einer Baugrube mit eingelegten Schotter-Kunststoff-Verbundkörpern;

Fig. 5

ein Verfahren zur Herstellung des Schotter-Kunststoff-Verbundkörpers an Ort und Stelle;

Fig. 6

einen erfindungsgemäßen Gleiskörper, welcher einen Schotter-Kunststoff-Verbundkörper und eine Gleistragplatte aufweist;

Fig. 7

einen nicht erfindungsgemäßen Gleiskörper, mit spezieller Anordnung von Schotter-Kunststoff-Verbundkörpern unterhalb der Schienen.

The invention is described below using exemplary embodiments. Show it:

Fig. 1

shows a section through a gravel-plastic composite body in a sectional view;

Fig. 2

A track body according to the invention on a transition to a bridge in longitudinal section;

Fig. 3

a track body according to the invention in cross section;

Fig. 4

a top view of a construction pit with inserted gravel-plastic composite bodies;

Fig. 5

a method of producing the gravel-plastic composite body in place;

Fig. 6

a track body according to the invention, which has a ballast-plastic composite body and a track support plate;

Fig. 7

a track body not according to the invention, with a special arrangement of ballast-plastic composite bodies below the rails.

Example 1: Producing a gravel-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. Manufacture of a suitably stable, reusable mold (gravel box), (inner dimensions e.g. 1.35m × 4.00m × 0.15cm) made of steel or comparable, suitable for absorbing reaction forces resulting from the reaction of the foam without stretching/deformation, incl .lid to be placed, which is flush with the gravel box and is tightly closed. Stretching/slipping of the lid (bulging) is prevented, either by the lid's own weight or by external forces (counterweight, tension, ...). The length is variable, preferably 4 m - 4.40 m. The width is specifically 1.35. This means that the internal dimensions/loading width of the wagon dimensions (2,770 mm) are not exceeded, in order to preferably enable the composite panels to be transported horizontally (depending on the standard clearance profile of the respective railway). Alternatively, transport using bogie flat wagons, such as those used to transport metal sheets, is conceivable.
2. 2. Preferably, the ballast box sides can be folded down individually after foaming in order to make the formwork removal process easier.
3. 3. Impregnation or similar of all the insides of the ballast box with a suitable agent/material to prevent the connection between foam and steel and to enable easy stripping
4. 4. Inserting the conveyor belts (either on the ground or after placing the first layer of gravel)
5. 5. Add gravel
6. 6. Compaction using a vibratory tamper
7. 7. Foaming through injection holes provided in the gravel box lid
8. 8. Alternatively: foaming using a spray bar, only then placing the gravel box lid on
9. 9. Stripping according to reaction time
10. 10. Temporary storage until transport

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

Example 2: Introducing a prefabricated ballast-plastic composite body into a track bed (ex situ) A) Prepare the construction pit, starting from an existing track structure

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

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 into which the composite body is to be introduced must be free of any gravel or gravel that may be present up to the base layer/or up to the bridge/tunnel base. Fillers/bulk materials must be accessible.

Based on a track construction site, this preparation would look like this (bridge/embankment transition):
The construction freedom of the crossing 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 through (e.g. excavator excavation, gravel vacuum cleaner, etc.) must be explicitly brought about for the construction project. This "excavation pit", which has a depth preferably up to a maximum of the profiled (water-bearing) (PSS) base layer (does not go beyond it), preferably has a size that, plus a movement allowance, affects at least the width of the entire gravel structure that will later be built 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 longer any gravel at this point, not even on the sides. This ensures that the entire seam and transition point is reached by the process. Of course, other lengths and widths can also be represented.

• 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 Verbundkörpers übersteigen sollte) möglichst (aber nicht zwingend) besenrein entfernen
• Ggfs. kann eine Verklebung des sich am Rande des Baufelds befindlichen Schotters 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 specifically carried out:

• Establishing construction clearance
• Loosen, move/expand the thresholds according to the length of the excavation pit to be created so that later access to the bridge base and work area can be created
• Rail is not separated
• If possible (but not necessarily), remove existing gravel with a vacuum cleaner or spoon up to the entire width of the bridge and in accordance with the required length (which should exceed the length of the later composite body).
• If applicable. It may be necessary to glue the gravel on the edge of the construction site to prevent it from slipping.
• Installation of tie rods (hold the connection between the rails and specify the required track width between the rails, as the section is free of sleepers) and suitcase blocks (installed under the rails, these 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 removed gravel, removal if necessary (e.g. if the quality is poor)

ALTERNATIVE to the above procedure when using a ROMIS:

• Use of a Romis - Robel mobile maintenance system (https://www.robel.com/de/systeme-fahrzeugen/werkstatt-auf-raedern/mobileinstandhaltesunit/).
• Romis compact 23m
• Maximum working area 4.4 m × 17 m
• Chain hoist module lifting capacity 2.5 t single / 5 t tandem

• Loosen, move or remove sleepers, preferably 10 of them, so that later access to the work section underneath (bridge sole and work area) can be created
• The rail is preferably not separated, but can be separated
• Old or already existing ballast is vacuumed up to the bridge sole over the entire width of the ballast superstructure and over a length that should exceed the later base ballast foam plate, 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 cleanly as possible. If applicable. It may be necessary to glue the gravel/secure it against slipping in the construction site. The gravel collected is temporarily stored and can be used for reinstallation. Remaining material can be transported via (mobile) containers.
• Installation of tie rods and suitcase blocks for track support
• Driving in the Romi
• ADVANTAGE: weather-work protection; especially when foaming the polyurethane on site, there is no need for conditioning of the gravel to be foamed, especially when storing and transporting the new gravel to be foamed in insulated warm containers, if necessary also in Romis, especially in thermal containers such as these are used, for example, in transporting asphalt mix http://www .atc-container.de/. The new gravel may also have been treated in advance in such a way that it is low in dust, so that there is no additional burden on those working in Romis. A weather-related one An alternative would be to cover the construction site with the EP1619324A1 well-known protective tent.
• Remove the tie rods and box blocks because machines have moved to the designated locations and there is no need for further stabilization of the excavation section at this moment.

B) Handover of the prefabricated gravel/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 × 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 Vakuumsaugers zum Plattenaußenmaß ergebenden Abstand.
• Es kann vorgesehen werden, dass sich die Aufnahmepositionen der Vakuumsaugvorrichtung 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-tracking machines for construction site logistics for the production of the "foamed base ballast" area, including a flat car each or comparable (1x in front of and 1x behind the excavation pit), alternatively Romis (see above)
• If necessary, provision of another two-way excavator with a tilt rotator/vacuum traverse for laying 6 panels, each approx. 1.35 × 4m, weight approx. 1.8t each
• The plate is inserted, pivotable and rotatable, in the track direction between the rails into the laying area so that it is above the storage point.
• This can be done horizontally or, to simplify things, in an angled or tilted position.
• The tilted position also enabled a larger dimension than the dimension resulting from the respective track width (e.g. 1435mm) when threaded horizontally between the rails. This made it possible to install just one plate. The maximum dimension of this plate would then result in particular from the distance resulting from the external dimensions of the vacuum suction cup to the external dimensions of the plate.
• It can be provided that the receiving positions of the vacuum suction device can be retracted after threading, so that the inserted composite panel can be moved from the center to the outside easier to display and thus allows space for the next composite panel to be threaded in.

Alternative transfer of the composite body:

• Base gravel newly brought in from Thermobox and then compacted is foamed on site over an area of approx. 2.80 × 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 a tracked trolley or stored temporarily.
• Later height of the foamed area approx. 10 to max. 15 cm
• If necessary, Romis or protective tent EP1619324A1 There is a significant time saving because the base gravel does not need to be conditioned (water/temperature). The gravel temperature and humidity in the thermal container are calculated from the cooling and ambient humidity, so that ideal conditions prevail at the time of foaming (time of application plus tamping time).

The condition after the composite bodies were handed over and before the track was restored is shown below Fig. 4 explained.

C) Restoring the track:

• Closing the excavation pit after creating the ballast foam composite with backfilling ballast (either with the previously removed ballast or, due to the condition, by introducing additional new ballast (unconditioned))
• Reinstall thresholds in accordance with applicable guidelines
• Making the track bed profile, plugs

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

A base layer 7 is initially arranged on the substructure 4, 5 and the joint 6. The drainage mat 19 is placed on this. On the base layer 7 is the gravel-plastic composite body 1 according to the invention, which extends over the transition 6. On the gravel-plastic composite body 1 there is piled gravel 8, which is stuffed. The sleepers 9 and the rails 10 located thereon are applied to the piled-up gravel 8.

Fig. 3 above shows a cross section through the track body according to the invention, where the reference numbers have the same meanings Fig. 2 .

Fig. 4 shows the condition after the placement of gravel-plastic composite bodies 1a and 1b. The other reference numbers are the same as in the previous figures. As described above, the thresholds 9 were moved to the side in order to clear the area above the joint 6. Old gravel was also removed in this area. In this example, two plate-shaped gravel-plastic composite bodies 1a and 1b were introduced, which were analogous to the gravel-plastic composite body 1 Fig. 1 are constructed and which abut each other in the longitudinal direction of the track. The width of the ballast-plastic composite bodies 1a and 1b is dimensioned such that the width is smaller than the track width of the track shown. In this way, the composite bodies 1a and 1b can be easily inserted from above and moved under the respective rail 10 and placed in position. Gravel 8 is then piled onto the composite bodies 1a and 1b, stuffed and then the sleepers 9, which had previously moved in the longitudinal direction of the track, are brought back into position and the rails 10 are reattached to these sleepers.

List of reference symbols:

1

Gravel-plastic composite body

1'

Gravel-plastic composite body

1a

Gravel-plastic composite body

1b

Gravel-plastic composite body

2

gravel stone

3

plastic

4

Section substructure - bridge

5

Substructure section - earth subgrade

6

crossing

7

Base layer

8th

gravel

9

threshold

10

rail

10a

first rail

10b

second rail

11

excavator

12

poor

13

shape

13 a-d

side walls

13e

top wall, lid

14

gravel

15

Spray bar

16

Injection port

17

spray lance

18

Tension clasp

19

Drainage mat

20

track body

21

track body

22

Track support plate

23

Gap

24

Asphalt, or concrete

25

Split planum

30

track body

31

first row composite bodies

32

second row composite body

33

first abutting edge

34

second abutting edge

35

Filling gravel

Claims (15)

1. Ballast-plastic composite body (1; 1'; 1a, 1b) comprising ballast stones (2) and plastic (3) located between the ballast stones, the ballast-plastic composite body (1; 1'; 1a, 1b) having the shape of a plate, the ballast-plastic composite body being movable and/or transportable, characterized in that the ballast-plastic composite body has a width of 600 to 2700 mm, a length of 500 mm to 5000 mm and a height of 100 mm to 150 mm.
2. Ballast-plastic composite body (1; 1'; 1a, 1b) according to claim 1, wherein intermediate spaces between the ballast stones are filled with the plastic (3).
3. Ballast-plastic composite body (1; 1'; 1a, 1b) according to any one of the preceding claims, wherein the ballast-plastic composite body is cuboidal.
4. Ballast-plastic composite body (1; 1'; 1a, 1b) according to any one of the preceding claims, wherein the plastic (3) is a polyurethane, in particular a polyurethane foam.
5. Track bed, comprising at least one ballast-plastic composite body (1; 1'; 1a, 1b) according to any one of claims 1-4.
6. Track bed according to claim 5, wherein

   the at least one ballast-plastic composite body (1; 1'; 1a, 1b) is arranged adjacent to, above, or below a gap, transition, or intermediate space between two sections, sub-areas, components, or materials of the track bed and/or the at least one ballast-plastic composite body is arranged adjacent to or above a gap, transition, or

   intermediate space between two sections, sub-areas, components, or materials of a substructure on which the track bed is arranged.
7. Track bed according to claim 5 or 6, comprising, above the at least one ballast plastic composite body (1; 1'; 1a, 1b), or a track support plate (22) arranged over the at least one ballast plastic composite body, or a floor covering arranged over the at least one ballast plastic composite body.
8. Rail track (20, 21, 30) comprising at least one ballast-plastic composite body (1; 1'; 1a, 1b) according to any one of claims 1-4 or at least one track bed according to any one of claims 5-7.
9. Rail track (30) according to claim 8, wherein the track bed is arranged over the at least one

   ballast-plastic composite body (1; 1'; 1a, 1b), or a track support plate (22) arranged over the at least one ballast-plastic composite body, or a floor covering arranged over the at least one ballast-plastic composite body,

   and wherein the track is arranged on the ballasted ballast, or on the track support plate or on the floor covering, or wherein the track bed comprises ballasted ballast, at least one track support plate or a floor covering, wherein sleepers (9) are placed directly on the at least one ballast-plastic composite body (1; 1'; 1a, 1b) and the ballast (35) is placed at least on areas of the at least one ballast-plastic composite body where no sleepers are located, or the at least one track support plate is arranged in at least one such area where no sleepers are located, or the floor covering is arranged in such areas where no sleepers are located.
10. Rail track (30) according to claim 8 or 9, wherein a plurality of said ballast-plastic composite bodies (1; 1'; 1a, 1b) being present, wherein ballast-plastic composite bodies are arranged in a first row (31) below a first rail (10a), which is fixed to the sleepers (9), adjoining each other in longitudinal direction (L), and ballast-plastic composite bodies (1; 1'; 1a, 1b) are arranged in a second row (32) below a second rail (1Ob), which is fixed to the sleepers (9), adjoining each other in longitudinal direction (L).
11. Rail track (20) according to any one of claims 8-10, wherein the ballast-plastic composite body is located above a transition (23), gap or intermediate space in a substructure on which the track bed or track body is located and/or below a transition, gap or intermediate space in the track bed or track body, wherein the transition, gap or intermediate space is formed between two sections (4, 5) of the substructure and/or two sections of the track bed or track body, which are movable relative to one another in the region or location of the transition (23), gap or intermediate space and/or which have a different settlement behavior, wherein preferably the ballast plastic composite body (1) covers the transition, gap or intermediate space or abuts against the transition, gap or intermediate space or covers under the transition, gap.
12. Method of manufacturing a track bed, in particular a track bed according to Claim 7, comprising

    - Placing at least one ballast-plastic composite body (1; 1'; 1a, 1b) according to any one of claims 1-4 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),

    - placing sleepers (9) in contact with the at least one ballast-plastic composite body (1, 1'),

    placing the ballast (35) on the ballast-plastic composite body (1, 1') at least there, or placing a track support plate at least there, or placing a floor covering at least there where no sleepers (9) have been placed, or

    - placing sleepers (9) on the ballast, on the track support plate or on the floor covering.
13. Method according to claim 12, wherein the ballast-plastic composite body (1) is placed on, over 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 location of the transition (6), gap or interspace and/or which have a different settlement behavior, wherein the ballast-plastic composite body (1) is placed or manufactured such that it abuts the transition, gap or interspace or covers the transition (6), gap or interspace.
14. Method according to claim 12 or 13, 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.
15. Method according to claim 14, wherein a track comprising rails (10; 10a, 10b) and sleepers (9) is present on the old ballast, and wherein the old ballast is removed in a section and the sleepers are removed in this section, so that in this section the rails (10) remain without sleepers (9) and without a track bed,
    wherein the ballast-plastic composite body (1; 1'; 1a, 1b) is moved between the rails (10; 10a, 10b) for placement on the substructure or is moved under the rails (10; 10a, 10b) coming from the outside of one of the rails (10; 10a, 10b).

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