WO2000055426A2

WO2000055426A2 - Track construction with rails which are supported in a shock-absorbent/elastic manner on a support layer which is formed around shock-absorbing/elastic material

Info

Publication number: WO2000055426A2
Application number: PCT/EP2000/002306
Authority: WO
Inventors: Steffen Knape
Original assignee: Knape Vermögensverwaltungs Gmbh & Co. Kg
Priority date: 1999-03-15
Filing date: 2000-03-15
Publication date: 2000-09-21
Also published as: EP1161597A2; AU3811900A; DE50011067D1; EP1161597B1; DE19911467A1; ATE303470T1; WO2000055426A3

Abstract

The invention relates to a method for producing a track construction in which the rails (20) are provided with a shock-absorbing/elastic layer, or rail sheathing (18) before a support layer (30) which supports the rails is produced. Said support layer (30) is then moulded around the shock-absorbing/elastic layer from its mouldable support layer material and caused to set. The invention also relates to a track construction (8) produced according to this method and to a rail sheathing (18) used in this production method.

Description

Track construction with insulated / elastic mounting of rails on a support layer formed around insulating material / elastic material

description

The invention relates to a method for producing a track construction with at least two rails which form at least one track and are supported in a respective support area on a bound support layer in the vertical and lateral directions by means of an insulation layer or elastic layer (hereinafter referred to as insulation layer only). Such a method can be used, for example, to produce a track superstructure which comprises a solid carriageway made of carriageway material with at least one track having two rails, and in which the rails are accommodated in at least one rail foot in a respective longitudinal recess in the carriageway and at least partially continuously insulated / elastically supported therein are with insulated / elastic support of the rails downwards and to the side via elastic material.

In a known manufacturing method of this type for a track construction, possibly a track superstructure, a concrete slab of a solid carriageway with trough-like recesses (troughs) is produced by a paver. The rails (not connected by tie rods) (e.g. railroad tracks or tram tracks) are inserted into these recesses and adjusted at a distance from the trough bottom and from the trough side walls using cork wedge / wedge elements. Cork is used because this material has favorable, namely damping, transmission properties for the transmission of structure-borne noise to the concrete slab. After the rails have been adjusted in their troughs, the rails are tied in the troughs with an elastic two-part available under the trade name Corkelast. Shed component mass that contains cork. In this context one can speak of a "cork elastic" material. This known track construction or this known manufacturing method is based on an essay by Dr. Rüdiger Weng, "INFUNDO - the proven rail into the future", pages 1 04, 1 05, in: "Fixed track", Edition ETR (special publication of the ETR-Eisenbahntechnische Rundschau), Hestra-Verlag, Darmstadt, 1 997. Reference is also made to the German utility model 297 05 236 U 1.

A disadvantage of this manufacturing process and of this rail system is that in practice the concrete slab cannot be manufactured by the manufacturer, or at most with great, costly effort, as precisely as would be desirable. The trough-like recesses are therefore often chosen to be somewhat larger and may also have to be reworked manually. The consequence of this is that comparatively large quantities of the relatively expensive cork-elastic casting compound are required. The manual rework also has the consequence that there is no ideal trough with smooth vertical trough walls. There will therefore be an interlocking between the casting material and the concrete. In this case, the rails are difficult to replace. The latter will generally be required at comparatively shorter intervals, particularly in curve areas.

Furthermore, due to the tolerances that occur in practice in the manufacture of the trough-like longitudinal recesses, there is a risk that, despite the relatively large dimensions of the troughs, a direct support of the rails on the concrete or a direct lateral contact of the rail against the side walls of the trough cannot be prevented. unless you have an excessive, costly effort (at least with manual reworking of the troughs in many places or / and with repeated insertion and adjustment of the rails in the troughs and - if the rails are in direct contact with the concrete - taking out the Rails for rework). In practice, one will therefore have to reckon with structure-borne sound bridges between the rails and the concrete.

The laying and adjustment of the rails is also comparatively tedious in this known method, since the rails are difficult to access within the troughs and have to be lifted out of the trough for position correction (for example for higher storage). In close connection with the in practice poor manufacturing tolerances of the troughs, it is difficult or difficult to achieve a defined underlaying of the rails with the cork-elastic material, since the distance between the underside of the rails and the trough bottom will fluctuate. If plastic pipes are placed on the side of the rails to save potting compound, they float when the potting compound is poured in, so that even conditions defined in this respect cannot be produced or can only be produced with great effort.

Another problem arises from the fact that the troughs will fill with water in rainy weather. This is problematic in that the cork-elastic potting material is sensitive to water.

Further track constructions with continuous elastic mounting of rails on a base layer (possibly a solid carriageway) or in longitudinal sleepers are known from DE 44 30 967 A1, EP 0 628 660 A1, DE 44 08 599 A1 (a similar system is also from an attachment by T. Glieden, Dr. E. Ihle and W. Romanski with the title: "Continuously elastic rail system slidably embedded for slab track, known in the volume" Slab track ", Edition ETR, Hestra-Verlag, known), DE 1 95 1 9 745 A1 and EP 0 21 1 461 A1 These known track constructions and the manufacturing processes on which they are based have similar problems to those described above and / or are for other reasons, for example with regard to the manufac effort, disadvantageous. It is common to all track constructions that the base layer (support layer) is first made or the longitudinal sleepers are placed before the rails are laid and, if necessary, stored elastically.

In contrast, the invention has for its object to provide a method for producing a track construction (possibly a track superstructure) as described in the introduction, which is less complex or / and provides more reproducible results. To achieve this object, it is proposed according to the invention that the rails are positioned in any order prior to the formation of the support layer and - if necessary to form a respective rail sheath - are provided with the insulation layer (if necessary, sheathed) and that the support layer is then made of mouldable support layer material around the insulation layer is shaped around and brought into the picture.

The fact that the rails are first positioned and preferably adjusted in their end position and only then the support layer (possibly also known as a base course or roadway) is formed, namely around the insulation layer that has already been put in place and possibly attached to the rails (possibly elastic layering), the following advantages result:

The rails can be easily positioned and adjusted if necessary, since they are not yet arranged in longitudinal cutouts or the like of the support layer. A toothing between the insulation layer and the support layer, which would make it difficult to replace the rails, can be prevented, or a defined toothing between the insulation layer and the support layer, which may be desired with regard to securing the position of the rails, can be brought about in a targeted manner. For this, only the insulation layer needs to have a corresponding surface on which the support layer material is brought into contact. The use of materials Insulation layering material or elastic layering material can be precisely controlled, since no material is required to fill the gaps that are too large between an already finished support layer and the rails.

Since, as already mentioned, the insulation layering can be carried out in a defined manner, a defined lateral support or defined support of the rails can also be achieved via the insulation layering, since the malleable support layer material can adapt to the outer shape of the insulation layer when the support layer is formed. If, for example, one would like to have identical support conditions and / or insulation conditions (damping conditions) and / or suspension conditions for the rails everywhere along a rail section, this can easily be achieved by identically designing the insulation layer along the rail. Conversely, you can also selectively set different support conditions or insulation conditions (damping conditions) or suspension conditions for the rails, which differ, for example, for curved sections and straight sections.

It is also possible to design different insulation layers, possibly sheathing profiles, with identical support properties. Thus, for example, in straight sections in which no rail change is to be expected in the long run, an insulation layer, possibly a sheathing, of training with low material consumption can be used, for example in a curve area on which frequent rail changes are to be expected Facilitation of the rail replacement, an insulation layer or, if necessary, a sheathing of another type, which facilitates the replacement, and may require greater material consumption. Despite different designs, possibly profiles, both types of insulation layering, if necessary, cladding, can appropriate choice of material, material thickness, choice of cross-section, etc. have the same static and dynamic properties.

Furthermore, it can be ensured without any noteworthy effort that no supporting layer material bridges transmitting structure-borne noise arise between the rails and the supporting layer. To do this, you only have to ensure a continuous insulation layer, or you have to secure any open spots in the insulation layer, for example joints between rail sheathing molded parts (possibly successive molded parts in the longitudinal direction of the rail), before the support layer material is inserted, against the penetration of support layer material. This can be done for example by pasting with an adhesive tape or the like.

Another major advantage is that no costly paver has to be used to produce the support layer. The support layer, which is made, for example, of concrete, asphalt, asphalt concrete or bulk material with a hardenable proportion of hardening material, for example adhesive material, can simply - depending on the material used - around the

Insulation layer is poured or molded around. If the support layer material is sufficiently flowable, the flowable support layer material is automatically applied to the

Insulation layer or possibly an intermediate layer provided on this. Vibratory screeds or other vibratory devices can also be used to support the proper support of the support material on the insulation layer, preferably without any remaining gaps.

The rails are preferably placed at a distance above a substrate for the support layer and adjusted in height, track and direction before the support layer material is introduced or the support layer is formed. The subsurface can be a base course, such as a concrete base course, or the level of any track substructure. Also the conventional slab track structure with an anti-freeze layer, a hydraulically bound base layer and a concrete base plate is possible. The concrete support plate can be identical to the support layer, or the support layer can be an additional layer (preferably also a concrete layer) applied to a previously produced concrete support plate. Generally speaking, the subsurface can be any load-bearing floor on which a track construction can be built. The structure of the subsoil will depend on what type of track construction it is, i.e. whether it is a tram track construction or a railway track construction. In the latter case, it will depend on what speed and / or for which loads (passenger trains and / or freight trains) the track construction is designed.

As already indicated, an (optionally removable) intermediate layer can be used, which is or is attached to the outside of the insulation layer and which keeps the support layer material at a distance from the insulation layer when the support layer is formed. For example, the intermediate layer can be provided to protect the insulation layer from the action of the mouldable support layer material, for example if the support layer material contains water and the insulation layer is sensitive to water. A removable intermediate layer can also be provided, for example, in such a way that, in the case of support layer material that shrinks when setting, defined cracks between the support layer and the insulation layer are achieved, which can then be filled with a suitable filler material by pouring. This is usually less expensive than if you want to fill any shrinkage cracks with a filling compound; this will often require a larger amount of equipment and press-in.

As has already been mentioned briefly, the moldable support layer material can be formed laterally and directly when the support layer is formed from below to the insulation layer or the intermediate layer covering it. The advantages mentioned result with regard to a defined mounting of the rail and a defined positive engagement (toothing) or non-intervention between the support layer on the one hand and the insulation layer or intermediate layer on the other hand.

According to a preferred development of the manufacturing method, to provide the rails with the insulation layer, the rails are at least partially covered with molded insulation parts, at least in the region of the rail base, which form a / the respective rail covering. The rail casing can substantially completely encase the rail foot or at least a lower section of a rail web and preferably extends to at least just under a rail head. So that the molded casing parts remain in place during the formation of the support layer, for example, are not displaced by the support layer mass coming up against the molded casing parts and detached from the rails, it is particularly expedient if the molded casing parts are glued to the rails. On the one hand, this reliably prevents water from penetrating between the rail and the sheathing molding and, on the other hand, serves to transmit the longitudinal forces between the rail and the sheathing.

The molded casing parts offer great advantages: This makes it particularly easy to define defined support conditions and / or suspension conditions or / and damping conditions, as well as a defined sound insulation for the rails, since the molded casing parts can be preformed in a defined manner. A rail sheathing can also be easily produced, which has cross-sectional areas with different material properties, in particular different elastic properties and / or support properties. It is also possible to use molded casing parts with different Cross-sections, but still have identical elastic properties and / or support properties. Of course, by providing different cross-sections, elastic properties and / or support properties that change along the rail section can also be set. It should be emphasized that the different material properties and / or cross-sections and the resulting different or uniform storage conditions for the rails can be defined and precisely adjusted, since, especially when using prefabricated (possibly factory-made) molded casing parts, complete Has control over material thicknesses, cross sections and material properties.

There are basically no restrictions with regard to the outline or the cross section of the rail casing. For example, the rail sheathing can taper upwards in cross-section or / and it can have an outline that approximately corresponds to the rail outline of the encased rail section except for a predetermined material thickness. In this way, maximum material savings can be achieved. However, such an outer shape of the rail sheathing has the disadvantage that the rails cannot be replaced so easily, for example because the rail layer is overlapped over a large area by the support layer. With a view to facilitating the replacement of the rails, it is proposed as an alternative that the rail casing is essentially rectangular or square in cross-section or that the rail casing tapers downwards in cross-section, preferably with the formation of side surfaces of the rail casing that do not or only extend from the support layer are gripped on at least one defined fixing projection. The last-mentioned design of the rail casing with a cross-section tapering downwards is particularly advantageous, since it enables the rails and their rail casing to be lifted particularly easily from longitudinal recesses in the support layer which are formed when the support layer is formed to form the rail sheathing with support layer material on the rail sheathing surface. A safeguard against unintentional lifting of the rails, including their rail casing, from the longitudinal recesses, for example during operation, can be achieved in that the said at least one fixing projection is provided which holds the rail casing in the longitudinal recesses (troughs). The fixing projection is preferably designed in such a way that, if the rails are replaced, the rails and their rail sheathing can nevertheless be removed from the longitudinal recesses of the support layer without great effort. In this context, it is proposed that the rail covering has at least one side projection overlapped by the set support layer, in particular at least one longitudinal bead protruding from a side surface of the covering, preferably in such a way that by applying lifting forces to the rail, together with the rail covering, the side projection with the supporting layer in the way of releasing a locking connection can be disengaged.

It can be advantageous if at least one cover lip or cover flap is provided, which can be attached to, or attached to, a covering part, which covers a transition between the rail covering and the adjacent support layer. For example, this can prevent water from penetrating between the rail casing and the support layer.

To support longitudinal forces which are transmitted from the rails to the rail casing and are to be transmitted from the rail casing to the support layer, the rail casing can have, at least in some areas, an outer surface having a transverse structure, for example a sole having a transverse structure and / or a transverse structure having side surface. For supporting longitudinal forces and / or vertical forces, generally for The rail covering (or the insulation layer) can also be fixed, at least in some areas, by applying a pressure sensitive adhesive on the outside of the rail covering (the insulation layer), for example shortly before the support layer is formed, so that an adhesive or adhesive connection is created between the support layer and the rail covering (insulation layer).

The rails can be provided with the insulation layer, possibly the rail covering, at a different location from the track construction site. The rails can be sheathed, for example, by the factory, for example by the rail manufacturer. However, the rails can only be provided with the insulation layer, possibly with a rail covering, at the track construction site.

The rails can be endless rails, corresponding individual rails being welded to endless rails before they are deposited on the substrate or on a holding arrangement which holds the rails at a distance above the substrate. However, the rails can also be brought into position as individual rails first on the ground or on a holding arrangement which holds the rail at a distance above the ground and only then welded to form endless rails.

If the rails are only provided with the insulation layer, possibly rail coating, at the track construction site, the rails can be provided with the insulation layer at least in some areas before they are placed on the ground or the holding arrangement, or the rails can first be approximated in the holding arrangement Bring the position and then apply the insulation layer. This applies regardless of whether endless rails are used or not. In the case of endless rails, however, it is preferred that the rails be provided with the insulation layer after welding to form endless rails become. As a result, the joints of the individual rails welded to the endless rails can also be easily encased. Any deviations in the outline or shape of the rails at the welding points can be compensated for in the case of prefabricated molded molded parts simply by cutting away or burning / melting away corresponding sections on the inside of the molded molded parts. If the rail sheathing is formed directly on the rail, for example by means of a sheathing machine, possibly encapsulating the rail, which, for example, could have sliding formwork that can be moved along the rail, such shape deviations are automatically compensated for. Such a rail sheathing consisting of at least one sheathing molded part formed directly on the rail also has the great advantage that a seamless sheathing of the rail (apart from the rail running profile) with the elastic material or insulation material (with the insulation layer or elastic layer) is possible . The use of such a wrapping method is therefore not limited to the case of endless rails.

According to a preferred development of the method according to the invention, it is proposed that lane-keeping elements, preferably made of concrete, metal or plastic, which extend transversely to the track and are separate from the rails, are used, which are arranged on the ground or at a distance above the ground with which the with the insulation layer, possibly the rail casing, provided rails are brought into positive engagement and around which the support layer material and thus the support layer is formed. By means of the track-keeping elements it can be achieved in a simple manner that a track set before the support layer is formed is maintained when the support layer is formed. The lane keeping elements need not be designed to absorb and sustain the operating forces (operating pressures) caused by rail traffic. Rather, the The rails are supported to the side and downwards primarily or alone via the insulation layer and the support layer. The lane keeping elements therefore only need to perform an adjustment and fixing function during the production of the support layer.

If an operating load is provided during the construction work, the lane keeping elements can also be designed to be stronger in order to withstand the loads of an emergency operation.

The lane keeping elements can have engagement sections assigned to the two rails, preferably designed as receiving troughs, with which the respective rail casing is brought into positive engagement.

Before the support layer is formed, the rails can be adjusted relative to one another, in particular with regard to the correct track width and / or the inclination of the rails relative to one another, and then fixed relative to one another and possibly relative to the lane keeping elements, if necessary by wedging / wedging the rails into the Recording troughs. In order to significantly reduce the adjustment effort, the rail sheathing and the lane-keeping elements, including the design of the engagement sections, if appropriate receiving troughs, can be coordinated with one another in such a way that self-adjustment is achieved by producing the positive engagement between the sheathing attached to the rails and the lane-keeping elements at their engagement sections of the rails relative to one another, in particular with regard to the correct track width and / or the inclination of the rails to one another (equivalent conicity). To a certain extent, the rails with the rail casing only have to be placed in the receiving troughs in order to obtain a track with an adjusted track.

The lane keeping elements can be designed so that they can also be used to narrow or widen the lane (e.g. in tight bends) can be realized, for example, by changing the position of the recesses receiving the casing relative to one another. It is also conceivable to make the recesses for the casings a little wider in order to then set the desired track with different spacers.

Regardless of whether or not lane-keeping elements are provided, at least one tie-down rod can be placed on the rails of the respective track before the support layer material is formed or the support layer is formed, which absorbs transverse forces transmitted to the rails during the formation of the support layer and so on holds the rails in a desired relative position (for example, prevents the rails from tilting to the side) and which is removed again, preferably after the support layer material has set.

As has already been indicated, after the support layer material has set, any shrinkage cracks between the insulation layer (possibly rail covering) and the support layer and / or after removing an intermediate layer covering the insulation layer, cracks remaining between the insulation layer (possibly rail covering) and the support layer by pouring / pressing in a filling compound, in particular an adhesive or / and water protection compound, are filled out. A further advantageous possibility is to cover surface areas of the insulation layer (possibly rail covering) that are not covered by the support layer material after the support layer material has set, with a covering compound, in particular adhesive or / and water protection compound. The measures mentioned can be used to secure the position and / or protect against the action of water on the insulation layer, possibly the rail casing.

It is proposed that after the support layer material has hardened, at least one cover, in particular a cover lip or cover flap, attached to a surface of the insulation layer (possibly rail covering) that is not covered by the support layer material or / and, if necessary, adhered to a surface of the support layer that covers a transition between the insulation layer and the adjacent support layer, in particular to prevent water from penetrating between the insulation layer and the support layer .

Generally speaking, it is possible that fixation and / or water protection measures are taken that protect the insulation layer, possibly the molded casing parts, against the action of water and / or counteract the penetration of water between the rail casing and the solidified support layer material or / and the rails Secure together with the rail casing against lifting out of the respective longitudinal recess or / and transmit longitudinal forces from the rail-rail casing arrangement to the support layer.

In order to exclude structure-borne sound bridges between the rails and the support layer with a high degree of certainty, joints between adjoining molded casing parts can be secured against the penetration of support layer material between the molded casing parts before the supporting layer is formed. This can be done, for example, by applying an adhesive layer.

A particularly great advantage of the proposed lane keeping elements is that the rails of the track, preferably after adjustment with regard to track width (if necessary), but in any case before the support layer is formed, can be easily adjusted according to the course of the track or / and elevation and / or longitudinal inclination , by adjusting the lane keeping elements accordingly. The rails of a track maintain their positioning relative to each other. You can use it to adjust the track gauge and / or the equivalent taper or more generally the relative positioning of the two Separate the rails from each other by adjusting the course of the track or the cant or the longitudinal inclination. This considerably simplifies the adjustment with regard to the course of the track, the cant and the longitudinal inclination. In this context it should be mentioned that the term "adjustment" used here also means such a situation that only a common fine adjustment of the rails of a track takes place by means of the lane keeping elements.

It has already been mentioned that the insulation layer, possibly the rail casing, can be designed differently in different sections along a rail section. For example, the insulation layering, possibly rail casing, in at least one curved area of the rail section may differ from at least one linear section of the rail section with regard to cross-sectional shape and / and material of the casing and / and with regard to damping or / and suspension and / or support properties. Another possibility is that the rail casing is rectangular or square in cross-section or tapered downwards in one curve area to facilitate rail renewal, and is tapered upwards in another, possibly straight line section to save material in cross-section.

At least one rubber-elastic material and / or at least one cork-elastic material and / and at least one other shock-absorbing (in particular pressure-relieving) and / or sound-insulating and / or elastic material can be used as the insulation layer material or as the material for the molded casing parts. One can also think of using foam materials (e.g. based on two or more components). One possibility is to use a polyurethane foam. Other cellular or non-cellular or mixed-cell plastics can also be used. Other suitable materials are elasticized 2-component epoxy resins or 2-component component hot elastomers. A suitable material is in any case also the two-component material with cork content mentioned in connection with the known production process, which is available under the trade name CORKELAST.

For the rail sheathing produced or producible from sheathing molded parts, it is further developed that it is one-piece in relation to its cross section. It preferably comprises a plurality of molded part sections which are connected in one piece via weakening sections and are movable relative to one another.

For this purpose, it is particularly expedient if the rail sheathing comprises a left and a right molded section, which can be pivoted relative to one another via a weakening line, preferably a film hinge, provided in a sole region of the rail sheathing, in such a way that the rail sheathing for attachment to the rail and gripping around the Rail foot is hinged.

However, the rail sheathing can also be designed in several parts with respect to its cross-section, for example by providing a separate left and a separate right sheathing molding, which together form a rail sheathing that at least surrounds the rail foot of the rail.

The rail casing or a molded casing part of the rail casing can comprise at least one inner recess extending in the longitudinal direction. This can save material. In order to set a desired shear force support for the rail, at least one pipe extending in the longitudinal direction and transmitting transverse forces, possibly plastic pipe, can be contained in the rail sheathing or in the sheathing molding. Another possibility is that several parallel to the longitudinal direction, in cross section Crosspieces which transmit transverse forces form cutouts which are separate from one another and form at least one material-saving region of the rail casing or of the shaped casing part. It is also possible to embed a mass that extends parallel to the rail and has a higher specific weight than the rail sheathing material in the rail sheathing, which serves to suppress or dampen vibrations.

The rail sheathing or its sheathing molded parts can be produced by extrusion or intrusion, optionally using several material components for different cross-sectional areas. You can also join several prefabricated molded parts to form a molded part of the rail sheathing, if necessary glue them together.

As already mentioned, the rail casing can be made from at least one rubber-elastic material (more generally: an elastomer) or / and from at least one cork-elastic material and / and at least one other, shock-absorbing and / or sound-insulating and / or elastic material.

A preferred embodiment of the rail sheathing is characterized in that it comprises a separate left and a separate right, arranged or to be arranged on the side of the rail web between the rail foot and rail head, and a separate rail foot sheathing. The left or right casing molding, which preferably largely fills the chamber area of the rail, can have a recess which is open to the rail web and extends in the longitudinal direction to compensate for manufacturing tolerances of the rail.

The rail foot sheathing preferably comprises a lower sheathing molded part that engages around the rail foot from below and from both sides and preferably in some areas from above (possibly as a rail foot sheathing profile can be designated), which, if desired, has a length which clearly exceeds the lengths of the left and the right sheathing molding.

The left or right casing molding and - if present - if desired, the lower casing molding can be made of an elastic material with low or disappearing compressibility, for example a rubber material (such as solid rubber). However, the lower shaped casing part can also be made from a harder material than the left or right shaped casing part, the harder material, if desired, having no substantial elasticity or only a lower elasticity than the material of the left or right shaped casing part. Special attention is paid to plastic materials.

The rail foot sheathing can comprise an intermediate layer made of an elastic material between the rail foot and the lower sheathing molding or / and an intermediate layer provided on the outside of the lower sheathing molding, which preferably has a clear compressibility. For example, a polyurethane foam material is thought of.

It is generally the case that at least some of the separate components of the rail sheathing assigned to a rail longitudinal section can be glued to one another before the sheathing of the rail or connected to one another by positive engagement. Before the sheathing of the rail, however, at least some or all of the components of the sheathing assigned to a longitudinal section of the rail can also be present as loose parts (ie that these parts are not or not yet glued to one another and are not or not yet connected to one another in another way). In the course of the manufacture of the track construction, at least one or more or all or all of the molded casing parts of the rail casing can be glued to the rail. Furthermore, multiple one Common rail longitudinal section-associated molded shell parts of the rail sheath are connected to one another in the course of sheathing at least the rail foot, for example glued to one another or brought into positive engagement with one another. The connection of the molded casing parts can also be made or established by means of the rail.

In addition to the manufacturing method also explained above with regard to its further developments, the invention further relates to a rail sheathing comprising at least one sheathing molded part made of insulating and / or elastic material and adapted to the cross section of an associated rail for sheathing at least the rail foot of the rail. This rail sheathing is in particular intended to be used when carrying out the method described above. It can have the above-mentioned features relating to the insulation layer, possibly to the rail sheathing or the sheathing molded parts.

The invention further relates to a set of at least one rail casing as mentioned and at least one associated lane keeping element with engagement sections which can be brought into positive engagement with rail casings attached to associated rails of a track, preferably with a self-adjusting effect with respect to the relative positioning of the two rails. The set is particularly intended to be used in the process described above.

The invention further relates to a track construction, possibly a track superstructure, which can be produced by the method according to the invention or its further developments. The track construction preferably comprises at least one rail casing and / or a set as mentioned above. An example of a track superstructure according to the invention comprises a Supporting layer / supporting layer serving solid carriageway material with at least one track having two rails, in which the rails are accommodated at least with one rail foot in a respective longitudinal recess of the carriageway and are at least partially supported therein elastically or insulated with elastic / insulating support of the rail downwards and to the side via elastic / insulating material, whereby molded casing parts made of elastic material adapted to the rail cross section, which are prefabricated prior to the creation of the roadway or an upper layer of the roadway having the longitudinal recesses, are attached to the rails at least to coat the rail foot (and a respective one Form rail casing) and the solid carriageway or its upper layer is produced by casting or molding from a flowable or mouldable carriageway material in such a way that the rail casing from flowable / mouldable roadway material is cast / reshaped and is supported laterally and downwards via the solidified roadway material.

The invention particularly relates to a track construction with at least two rails which form at least one track and are supported in a respective support area on a bound support layer in the vertical and lateral directions by means of an insulation layer or elastic layer. According to the invention, the track construction comprises at least one switch arrangement with switch components supported on the support layer in the vertical and lateral directions by means of the insulation layer, in particular comprising at least one centerpiece and at least two movable tongues. It is proposed to manufacture the track construction according to the invention using the method according to the invention described above. For this purpose, it is further proposed in relation to the method that the switch components are positioned in any order and provided with the insulation layer before the support layer is formed, and that the support layer made of the moldable support layer material is then wrapped around the insulation layer. layer is formed around and set. The insulation layer assigned to the switch components can be formed using molded casing parts which at least partially consist of insulation material or elastic material. The insulation layer assigned to the switch components or the molded casing parts assigned to the switch components can be designed in accordance with the insulation layer assigned to a rail or in accordance with the molded casing parts assigned to a rail.

The invention also relates to a sheathing comprising at least one sheathing molding made of insulating and / or elastic material and adapted to the cross section of an associated shunt component for sheathing at least a lower area of an associated shunt component. For the sake of simplicity, the casing is also sometimes referred to here as a rail casing, regardless of whether the associated switch component can actually be referred to as a "rail".

The invention is explained in more detail below with reference to several exemplary embodiments shown in the figures.

1 to

4 each show a cross-sectional view of a section of an exemplary embodiment of a track superstructure according to the invention in four successive construction phases, which serve to illustrate an exemplary embodiment of a method according to the invention for producing a track construction;

Fig. 5 shows one of a prefabricated molded part in the

Area of the rail foot and the rail web telte rail corresponding to the rails and casing molded parts used in the manufacture of the track superstructure according to Figures 1-4;

Fig. 6 shows an enlarged section in FIG. 4 designated III to illustrate a variant of the track superstructure according to the invention;

FIG. 7 shows the rail with the rail casing corresponding to FIG. 5 together with one attached to the rail casing

Cover flap;

Fig. 8 shows a rail with a differently designed rail casing comprising a separate left and a separate right casing molding, which by means of a

Adhesive tape are connected;

9 shows a further exemplary embodiment of a rail casing according to the invention with a cross-sectional weakening for opening up the casing;

10 shows in the partial figures 10a) and 10b) two variants of the

Embodiment of Fig. 9;

Fig. 1 1 shows another embodiment of a rail sheathing according to the invention with a sheathing molding made of several materials and having integrated tubes;

Fig. 1 2 shows in Fig. 1 2a) and 1 2b) each a longitudinal section through a molded casing part attached to a rail 5 with a section along line Xll-Xll of FIG. 5;

Fig. 1 3 shows a plan view of a track superstructure according to the invention in the area of a switch;

Fig. 14 shows a cross section through an inventive

Track superstructure in the area of a core of a switch (corresponding to line XIV-XIV in Fig. 1 3);

Fig. 1 5 shows a cross section through the track superstructure of Fig. 14 in

Area of the movable tongues of the switch (corresponding to line XV-XV in Fig. 1 3);

Fig. 1 6 shows in the sub-figures a) to d) a sequence similar to Fig.

1 to 4 for an embodiment variant of the method according to the invention;

1 7 shows a further exemplary embodiment of a rail casing according to the invention with lateral longitudinal ribs;

Fig. 1 8 shows yet another embodiment of a rail casing according to the invention with lateral, dovetail-like longitudinal ribs;

Fig. 1 9 shows a section of a cross section of a track superstructure according to the invention according to a further embodiment.

In the manufacture of a track construction 8 according to the invention, in particular a track superstructure according to the invention, according to FIGS. 1-4, a base 10 with a supporting surface 122 is first prepared. In which Substrate 10 can be a concrete base layer, asphalt base layer, asphalt concrete base layer or the like. act. Another possibility is that a base layer usually used as a base layer for solid carriageways is used as the base 10. For example, a hydraulically bound base layer (HGT) is being considered. The subsurface 10 shown schematically in FIG. 1 can also stand for any track substructure, if necessary a frost protection layer (FSS) or planum protection layer (PSS) of the track substructure. In technical terms, the subsoil 1 0 can be the level of a track substructure. Insofar as this is referred to as a track superstructure in contrast to a track substructure, this should not rule out that a track construction according to the invention also includes the respective track substructure, and the steps for producing the track substructure are regarded as process steps of the manufacturing method according to the invention for producing a track construction.

According to a preferred embodiment, after the substrate 1 0 has been produced or prepared, lane keeping elements 14 are placed on the substrate at a distance from the surface 12, for which purpose the lane keeping elements are arranged on suitable supporting elements 1 6 (FIG. 2). The lane keeping elements 14 and the support elements 1 6 are preferably made of concrete. Other materials, such as metal (in particular steel), are also suitable for producing the lane keeping elements and the support elements. However, it is expedient to use materials that are matched to the materials used during the further manufacture of the track superstructure, for example lane keeping elements and supporting elements made of concrete, if the solid carriageway to be created, embedding the lane keeping elements and the supporting elements (see FIG. 4), is made of concrete will be produced. For example, an identical / approximate temperature response (same / adapted thermal expansion coefficient) can be achieved. The lane-keeping elements 1 4 serve to accommodate rails 20 provided with a rail covering (generally: insulation layer or elastic layer), as shown in FIG. 3. For this purpose, the lane keeping elements 1 have trough-like engagement sections (in short: troughs) 22 which extend in the longitudinal direction of the rail and with which the rail coverings 1 8 attached to the rails 20 are brought into positive engagement. The rail sheaths 1 8 provided, for example, as prefabricated plastic profiles (if desired made of elastomer or thermoplastic material) encase the rail foot 24 and the rail web 26 completely below the rail head 28. The rails 20 therefore have no direct contact with the tracking elements 1 4. The shape the engagement sections (troughs) 22 and the rail coverings 1 8 in the state attached to the rails 20 are coordinated with one another such that by engaging the rail coverings 1 8 with the troughs 22, the rails 20 of a track automatically (to a certain extent automatically) with regard to their track and others Relative position can be adjusted relative to each other. Within the scope of the invention, however, it is not excluded to provide an adjustment of the rails with respect to the track and other relative position to one another, or at least a fine adjustment of the relative rail position. For this purpose, wedging and / or wedging elements could be used, which bring the rails and their sheaths within the troughs into a desired position relative to the lane keeping elements 14 and thus also relative to the other rail and hold them there.

If a widening of the lane in narrow bends is desired, this can be achieved using modified lane keeping elements. For example, the position of the engaging portions (troughs) receiving the rail jackets could vary relative to each other. Another possibility is to design the engagement sections (troughs) in such a way that the sheaths therein have sufficient adjustment play for the adjustment of the track widening (or, if appropriate, an alternative to narrowing the track). Is the lane change set, the set track can be fixed by suitable spacers or the like.

Before or (preferably) after adjusting the position of the rails relative to one another (if necessary), the rails are adjusted jointly with regard to the exact course of the track, the elevation and the longitudinal inclination. This is expediently carried out by appropriate adjustment of the lane keeping elements, for which purpose the lane keeping elements 22 on the carrying elements 16 are laterally displaced and / or adjusted in height by wedging or interposed spacing elements. When placing the lane keeping elements 1 4 on the support elements 1 6 according to FIG. 2, one will generally at least roughly follow the course of the track, so that only corrections in this regard should then be required in the state according to FIG. 3.

After the rails have been brought into their end position, a support layer or support layer 30 embedding the track-keeping elements 14, the support elements 1 6 and the rail coverings 1 8 is produced by molding support layer or support layer material around the components mentioned. The support layer material can be, for example, concrete, asphalt or asphalt concrete. It is also conceivable to use bulk material mixed with a set of adhesive that can be set. The support layer 30 is referred to below as the roadway. In the case of, for example, concrete as a support layer material (road material), this material can be sufficiently flowable so that the supporting elements 1 6, the lane keeping elements 1 4 and the rail coverings 1 8 are poured into the concrete forming the road 30. For the lateral definition of the support layer 30, 10 shuttering walls 32 have been brought into position beforehand on the substrate.

The concreting of the lane keeping elements 1 4, support elements 1 6 and rail coverings 1 8 takes place in such a way that the surface or Top 34 of the roadway 30 and accordingly the concrete material does not reach the height of the top of the rail coverings 1 8 and accordingly the rail heads 28 or the upper web sections not covered by the rail coverings 1 8 are not touched by the concrete. Rather, all the necessary precautions have been taken to prevent concrete bridges from being formed between the rail 28 and the carriageway 30. For example, if necessary, any joints between consecutive casing moldings forming the rail casing 18 in the longitudinal direction of the rail will be secured against the penetration of concrete between the casing moldings. This can be done for example by pasting with an adhesive tape or the like. An alternative would be to seamlessly produce the rail casing 1 8. It is also expedient to provide 8 layers of concrete protection to the left and right of the rail casing, which layers can be removed again after completion, ie curing of the roadway 30. For example, at least in an upper side area of the rail coverings 18 one could use cardboard strips lying against the respective left and right side surfaces, which prevent the concrete from flowing directly to the surface of the rail coverings 18 and to the exposed areas of the rails 20. After removal of the concreting protection, any remaining cracks between the rail casing 1 8 and the carriageway 30 or any shrinkage cracks between the concrete and the rail casing can, as shown in FIG. 6, be filled with a casting or, if applicable, adhesive 36 by pouring or pressing in the casting compound 36 water can reliably be prevented from penetrating between the carriageway 30 and the rail casing 1 8 and, if necessary, the rail casing 1 8 can also be fixed.

A further possibility is to cover the rail casings 18 upwards, for example with a casting compound 38 (possibly the same

Pour over casting compound like the casting compound 36). As indicated by dashed lines in FIG. 6, it is expedient for this purpose the concrete surface 34 ' to be set somewhat higher than the surface of the rail sheathing, so that a channel-like recess remains in the area of the respective rail sheathing 1 8, which is filled with the casting compound 38 (adhesive, if appropriate). For this, the mentioned or another concreting protection would have to be used. The potting compound 38 can be, for example, a rubber-elastic compound which serves to protect the rail casing 1 8 from external influences, in particular water. The lateral casting compound 36 can also be a rubber-elastic compound.

If desired, an asphalt layer or other top layer can also be applied over the roadway, if necessary leaving a channel-like recess area on both sides of the respective rail, which can be poured out with a casting compound corresponding to the casting compound 38, similar to the illustration according to FIG. 6. Training courses that are known under the keywords "grass track" and "pavement surface" (real or imitation) are also possible. In the case of a tram track in particular, the upper edge of the track (of the rails), in deviation from the representations in FIGS. 4 and 6, can also be level with the surrounding surface, in particular the street surface.

In the preceding illustration, it was assumed that the roadway 30 is made of concrete. As already mentioned, other materials can also be used; the above statements apply accordingly. It should also be mentioned that the roadway 30 can be formed with reinforcements 40, which are indicated schematically in FIG. 4.

An important advantage of the invention is that it is possible to dispense with the cost-intensive use of pavers, since neither the production of the subsoil 1 0 nor the production of the roadway 30 requires the use of a such paver. Nevertheless, a paver can be used if it is available.

The order of the various measures and procedural steps mentioned above is not mandatory. In the manufacturing method according to the invention, it is only imperative that the support layer is formed around the rail sheathing (generally the insulation layer or elastic layer). The use of lane keeping elements and these supporting elements holding them above the ground can also be dispensed with. For example, it is conceivable to keep the rails floating above the ground 10 by means of a supporting structure that spans the track area and that engages, for example, the rail heads. The rails could then be adjusted on this support structure with regard to track, track route, cant, etc. before the support layer is formed around the insulation layer / elastic layer and brought to setting. Because of the advantages mentioned, it is preferred to use the lane keeping elements 1 4.

In this connection it should also be mentioned that the lane keeping elements 14 have a comparatively short length in the longitudinal direction of the rail compared to the distance from lane keeping elements which follow one another along the rail section. For example, at a distance of approximately 1.5-3 m between successive lane keeping elements, the extension of the lane keeping elements in the longitudinal direction of the rail could be approximately 10-30 cm. Accordingly, the longitudinal recesses of the carriageway in the floor area of the recesses are mainly limited by the carriageway material (in particular concrete) lying against the rail casings 1 8 below. If desired, an intermediate layer can also be provided on the underside of the rail sheathing, which keeps the track material away from the rail sheathing, for example if the rail sheathing material is caused by the action of not yet set support layer material (track material). could suffer. In this context, the possibility should also be mentioned that the lower side (the sole) of the rail casing 1 8 can be formed with a transverse structure, for example a transverse groove structure, in order to achieve a toothing between the rail casing 1 8 and the roadway 30 which absorbs longitudinal forces.

A procedure and embodiment which is within the scope of the invention and is given here only as an example is as follows: first of all - without the need for a paver - a base course, in particular a concrete base course, is produced. The lane keeping elements are then stored on this base layer at a distance above the base layer, for example every 1.5 to 3 m, with rough equipment in terms of height and direction. The possibly not yet covered rails can then be introduced into the troughs of the lane keeping elements, roughly set up and welded as endless rails. If not yet done, the rails are then covered with the covering elements, for which purpose the rails are lifted out of the troughs and then set down again. If necessary, the rails can be positioned and fixed in a defined manner relative to one another and relative to the lane keeping elements. The lane keeping elements are then fine-tuned to achieve the desired track layout, including cant and pitch. This can be followed by a check of the correct track position of the rails and a subsequent correction if necessary. Preferably, the lane keeping elements and the rail coverings are designed such that an adjustment or readjustment of the lane position is not necessary. Subsequently, the support layer or base layer referred to here as the roadway is produced, preferably by concreting the lane keeping elements with the rail sheathing. Here, if necessary, tie-on tie rods can be used, which are placed on the rails from above and prevent the rails from tipping or lateral deflection due to the pressure exerted laterally by the concrete on the rail casing. It should also be mentioned that, alternatively, endless rails could also be used and placed in the troughs. Ready-sheathed rails could also be used, possibly with the exception of welds.

The rail casing 1 8 used in the exemplary embodiment described will be explained in more detail below. For this purpose, reference is made to FIG. 5. The, for example, damping the transmission of structure-borne noise from the rail casing 18 serving the respective rail to the carriageway 30 is formed by a one-piece casing molded body 40 which has a rectangular cross section. The shaped casing body 40 accordingly has essentially vertical side faces 42, which have the consequence that after shaping the roadway, the latter is formed with longitudinal recesses for the rail casing, which are defined by essentially vertical, smooth side walls. This means that there is no substantial interlocking between the casings 18 and the roadway 30, so that the rails with their rail casings can be removed comparatively easily from the longitudinal recesses.

The molded casing body 40 is preferably glued to the rail (a grooved rail in the exemplary embodiment shown without restricting generality), that is to say to the web 26 and / or to the rail foot 24. This has the advantage that longitudinal forces can be transmitted between the rail 20 and the rail casing 1 8, and that in the event of sticking, water can also be prevented from penetrating between the rail 20 and the rail casing 1 8 in the web area.

The shaped sheathing bodies 40 are preferably prefabricated sheathing shaped bodies which have a recess which is adapted to the rail cross section. For fastening to the rails and for gripping around the rail foot, the molded casing parts can preferably be opened. For this purpose, a line (possibly film hinge) 44 may be provided on the sole 46. Such a line of weakness (film hinge) is indicated by dashed lines in FIG. 5 and is shown somewhat more clearly in the exemplary embodiment of FIG. 9. Alternatively, a line of weakness corresponding to the variants of FIG. 10 can also be provided.

The longitudinal extent of the shaped casing parts 40 is not limited per se, but depends on transport, production and handling requirements. A rail casing 1 8 will in any case consist of a plurality of casing molded parts 40 which follow one another in the longitudinal direction of the rail, provided that the molded casing parts are not molded or molded onto the rails and to a certain extent a seamless rail casing 1 8 is obtained.

In order to save material in the production of the rail casing molded parts 40, these have longitudinal cutouts 48. It is not out of the question that one uses these longitudinal cutouts for receiving supply or signal lines or the like.

Variants of the rail casing 1 8 are explained below with reference to FIGS. 7-1 2. The same reference numbers are used here, each followed by a small letter in alphabetical order starting with a to identify the different variants. Only the differences between the variants are explained; otherwise reference is made to the preceding description of the exemplary embodiments already described. The same applies to the exemplary embodiments in FIGS. 1 3 - 1 9.

The exemplary embodiment of FIG. 7 is identical to the exemplary embodiment of FIG. 5 with the one exception that a covering lip 60a is provided on the upper side of the shaped casing part 18a, which serves to cover the lateral transition area between Rail covering 1 8a or 40a sheathing cover and the adjacent carriageway, so that the entry of water between the rail casing 1 8 and the carriageway is at least made more difficult, if not prevented. In deviation from the illustration in Fig. 7 can also be formed in one piece with the molded casing part 40a, and a corresponding cover lip can be provided on the other side of the rail 20a. If the cover lip is in one piece with the molded casing part or if it is attached to the molded casing part before forming the support layer (roadway), then it should be at least sufficiently flexible that it can be deflected upwards, as indicated by the broken line in FIG Forming the support layer to be out of reach of the moldable support layer material. If, on the other hand, the covering lip is only attached subsequently, that is to say after the support layer has been shaped and preferably tied, such a resilience is not necessary. For greater security against the ingress of water, it is preferred to attach the cover lip to the rail sheathing as well as to the support layer or a layer covering the support layer, for example by gluing. FIG. 7 illustrates the possibility of how a form-fitting engagement between the cover lip 60a and the molded casing part 40a can be achieved by means of a fastening profile 62a of the covered lip 60a, which engages in a correspondingly contoured recess in the molded casing part. Instead of a fastening profile extending in the longitudinal direction, successive fastening heads can also be provided on the cover lip in the longitudinal direction, which engage or can be brought into engagement in corresponding openings of the molded part 40a.

5 and 7 are in one piece in cross section. But they can also be multi-part in cross section. For example, the shaped casing parts can be formed in two parts in cross section, wherein, as shown in FIG. 8, a left and a right shaped casing part 40b-1 and 40b-2 are preferably provided, both of them Sides are attached to the rail and fixed there, preferably by sticking. In the embodiment of FIG. 8, the two molded casing parts collide on the sole 46b of the rail casing. The joint is secured by adhesive tape 64b against the penetration of support layer material (road material, in particular concrete). As a rule, the adhesive tape will be attached to the molded parts after the molded parts have been attached to the rail. However, it is also possible for the molded parts to be connected by the adhesive tape before they are attached to the rail, so that the adhesive tape serves as a film hinge which enables the molded parts to be opened for connection to the rail.

In order on the one hand to save material in the production of the molded casing parts and on the other hand to achieve good transverse support for the rail, material-saving areas 66b are provided in the molded casing parts 40b-1 and 40b-2 of FIG. 8, which (in cross-section) have a plurality of webs comprise separate recesses 68b. The webs 70b transmit transverse forces, in particular between the rail 20b and the essentially vertical roadway surfaces laterally delimiting the longitudinal recesses of the roadway.

FIG. 9 shows an exemplary embodiment of a sheathing molded part 40c which is in one piece in cross-section and tapers upwards and whose cross-sectional outline up to a material thickness 70c essentially corresponds to the cross-sectional outline of the rail 20c in the region of the rail web 26c and the rail foot 24c. In this way, maximum material savings are achieved in the production of the shaped casing 40c. A disadvantage is, however, that the casing molded parts 40 in the region of the rail foot are overlapped by support layer material (track material) when the support layer (roadway) is formed. Accordingly, the rails can only be removed and replaced by breaking the road. In the case of straight line sections, in who can be expected to have comparatively little rail wear, this disadvantage may be acceptable. One can also think of using sheathing moldings corresponding to sheathing molding part 40c for straight track sections and sheathing molding parts corresponding to sheathing molding parts 40, 40a or 40b for curve sections. Since the properties of the rail casing (such as material thicknesses, elasticity, support properties, etc.) can be set precisely due to the prefabrication of the molded casing parts (prefabrication in relation to the manufacture of the support layer, not necessarily factory-ready prefabrication), one can use straight-line sections and in despite different rail casing Curve sections achieve essentially identical storage, suspension and support conditions for the rails, so that no changes in the running properties of rail vehicles on the rails are to be expected. However, it is also possible to specifically provide different storage, suspension and support conditions for the rails within curved sections and straight sections.

The rail sheathing 18c has on the sole 46c a weakening line 44c which can also be referred to as a film hinge and which is already in the

In connection with Fig. 5 was addressed and is used to make the casing molded parts for attachment to the rails and

Can unfold around the rail foot. The weakening line (one could also speak of a cross-sectional weakening in general) is formed in the case of the exemplary embodiment in FIG. 9 by a recess in the sole 46c which is wedge-shaped in cross section and open to the outside.

Accordingly, when the support layer is formed, a

Recess complementary, cross-sectionally wedge-shaped bead on the

Bottom of the forming longitudinal recesses of the support layer, so that a positive, transverse forces absorbing engagement between the sole

46c and the support layer. It could, however, be the case that if the track section is to be renewed at a later point in time, the wedge-shaped bead on the longitudinal recess floor of the support layer is disruptive. In order to avoid such beads extending along the longitudinal recesses of the support layer that receive the rail sheaths, one can alternatively maintain a continuous, smooth underside of the sole (approximately as in the exemplary embodiment in FIG. 7) and the weakening of the sole on the rail base 24c that facilitates opening when opened Provide the inside of the sole. This is shown in Fig. 10a) and 10b) in two variants. In the case of FIG. 10a), a recess which is wedge-shaped in cross section is provided in the sole 46c 'and is open to the rail foot 24c'. In the case of FIG. 10b), only an incision 24c "is provided instead of a wedge-shaped recess.

In order to symbolize that the invention can be carried out in connection with the most varied types of rail, in Fig. 10a) shows the molded casing part 18c 'attached to a wide-foot rail (Vignol rail) 20d'.

An exemplary embodiment of a rail casing 18d with particularly good properties with regard to the removability of the respective rail 20d including the rail casing 18d is shown in FIG. 11. Here, the rail sheathing has a trapezoidal cross section, the longer base of the trapezoid being provided at the top and the shorter base of the trapezoid at the bottom. The trapezoid is symmetrical with respect to a vertical axis. Due to the fact that the rail casing 18d tapers downward in cross-section, longitudinal recesses with a complementary cross-section are formed when the support layer or roadway is formed, which thus widen upwards. Therefore, the rail sheaths 18d can be lifted out of the longitudinal recesses together with the wrapped rails without any problems. In order to secure a position in relation to To provide forces acting in the vertical direction, longitudinal ribs 72d can be provided on the side surfaces 42d of the molded casing part 40d forming the rail casing 18d, which engage in complementary recesses in the carriageway which form when the support layer is formed. The longitudinal ribs 72d, which, instead of the arrangement shown in FIG. 11, can alternatively also be arranged in a middle height range in a lower height range, possibly in the height range of the sole or the rail foot (cf. FIG. 5, in which corresponding beads or Longitudinal ribs 72 are indicated by dashed lines), are dimensioned such that lifting them out of the trough-like longitudinal recesses of the carriageway is nevertheless possible due to the targeted application of lifting forces on the rails 20d including the molded casing parts 40d, because the engagement between the longitudinal ribs 72d and the associated recesses in the Type of releasing a locking connection can be canceled.

It should also be pointed out that it is possible to use differently designed cladding profiles along a rail section, but if desired they can have identical support properties. Thus, for example in straight sections in which no rail change is to be expected in the long run, a sheathing according to FIG. 9 can be used, which leads to low material consumption. In curve areas with frequent rail changes, for example, jackets according to FIG. 5 or FIG. 11 can be used. Despite the different profiles, the sheathing used in straight sections and in curve areas can have the same static and dynamic properties.

The cross-sectional shape of the rail casing 1 8d shown in FIG. 1 1 is also very advantageous in that a certain self-centering effect of the rail casing 1 8d in the associated troughs of any lane keeping elements used and / or in the longitudinal recesses in the carriageway that arise when the carriageway is formed given is. Through this Centering and, if necessary, self-adjusting effects can also be compensated for shrinkage cracks that may occur between the rail sheathing and the carriageway, possibly with a width of up to 0.5 mm, generally having a maximum of 1 mm. For this purpose, the sole area of the rail sheathing is to be designed in such a way that, in the event of shrinkage cracks, it can be compressed by the weight of the rail and the rest of the rail sheathing in such a way that a direct contact between the side surfaces 42d of the rail sheathing and the opposite boundary surfaces of the carriageway is achieved.

The embodiment of Fig. 1 1 further shows that the material saving areas 66c can also be formed using pipes embedded in the rail jacket 1 8d, possibly PVC pipes 76d, which are preferably designed such that they transmit sufficient lateral forces. The tubes can also be used to provide a defined transverse support for the rail and / or to accommodate lines or the like. It is also shown that the rail jacket 18d can be made in regions from different materials. In the present case, the molded casing part 40d is produced from two materials, namely from a first material in the area of the sole 46d and from a second material laterally and above the rail foot 24d and the rail web 26d. Despite the use of different materials, the casing molded part 40d can be produced in one piece, for example by joint extrusion or intrusion of several molded part materials. However, one can also think of producing the sole 46d and the other molded part areas separately and then gluing them together.

Similar to the exemplary embodiments in FIGS. 9 and 10, the sole 46d can be designed with a weakening line that makes it easier to open the molded part. In view of the fact that the rail casing 1 8d has particularly good properties with regard to the removability of the rail including the rail casing, these are Formations of the line of weakness corresponding to FIGS. 10a) and 10b) are preferred.

By providing different materials for different areas of the rail casing, the support and cushioning properties for the rails can be optimized. For example, the sole area can be made of a more elastic material than the areas serving as lateral support to the side of the gripped rail. In the case of factory prefabrication of the molded casing parts, there is a high degree of certainty that the desired support / cushioning properties are always guaranteed.

The rail sheathing or sheathing molded parts can for example be made of a cork-elastic material, such as the material available under the trade name CORKELAST. One can also think of using elastomer materials, rubber-elastic materials (for example solid rubber) or plastic foam materials. Depending on requirements and circumstances, the specialist will find other suitable materials and use the appropriate material. The rail casings or shaped casing parts can also have sections or components made of different materials.

It has already been mentioned that the rail coverings can have a sole with a transverse structure in order to achieve a toothing between the rail coverings and the roadway which absorbs longitudinal forces. Two examples of such a design of the sole 46e or 46f are shown in FIG. 1 2, which otherwise corresponds to a longitudinal section along line Xll-Xll of FIG. 5 through the rail casing 18 of FIG. 5 attached to the rail 20. In the case of the variant in FIG. 1 2a), a trapezoidal wave-shaped cross-section of the sole 46e is provided, which only transfers longitudinal forces between the rail casing 1 8e and the support layer. In the event of 1 2d) a transverse profiling of the sole 46f is provided with undercuts 47f, on which the support layer material engages behind protruding sole sections and thus secures the rail casing against lifting out of the longitudinal recesses of the support layer (roadway).

A track construction according to the invention can also include a switch arrangement in which switch components, for example a centerpiece and movable tongues, are supported on a support layer by means of a covering (generally: insulation layer or elastic layer). The method according to the invention can be used to produce this track construction. An example of such a track construction and its manufacture will be explained in the following with reference to FIGS. 1 3 - 1 5, whereby - where appropriate - the same reference numerals as in the description of the preceding exemplary embodiments, followed by a small letter characterizing the respective example be used.

1 3 shows a plan view of a track construction according to the invention in the area of a switch 100g with a main track 1 02g and a branch track 1 04g, each with a continuous track 1 06g or 1 08g and a track 1 1 interrupted by a core piece 1 1 0g 2g or 1 14g. The switch has two movable tongues 1 1 6g and 1 1 8g, of which the tongue 1 1 6g is pivotally articulated at its tongue root 1 20g in the area of the switch-side end of the interrupted rail 1 14g of the branch track 1 04g and of which the tongue 1 1 8g is pivotally articulated on its tongue root 1 22g in the area of the switch-side end of the interrupted rail 1 1 2g of the main track 102g. Instead of pivoting joints between the rails and the tabs for providing a lateral mobility of the tongues could be seen the lateral mobility of the tongues only by bending the tongues ^¬. The rails and the switch components shown (centerpiece 1 1 0g and tongues 1 1 6g, 1 1 8g) are shown in Fig. 1 3 only purely schematically. Irrespective of the configuration of the various components shown here only for illustration, the track construction shown can be any track construction, that is to say both a railroad track construction and a tramway track construction, for example.

The rails 106g, 1 1 2g and 1 1 4g, 1 08g are encased outside the area of the switch 100g in accordance with one of the exemplary embodiments described above with encapsulation moldings and, via the encapsulation moldings, mounted elastically or insulatively on a support layer (roadway) formed around the encapsulation molding parts , where lane keeping elements 14g are used. The lane keeping elements 14g can be designed in accordance with the lane keeping element 1 4 of FIGS. 1-4 and have corresponding troughs receiving the rail sheathing. In the area of the switch, tracking elements 1 4g 'without special engagement sections are used in the exemplary embodiment shown here, which are explained in more detail with reference to FIGS. 14 and 15. The outlines of the lane keeping elements embedded in the roadway 30 and the roadway 30g are only indicated by dashed lines in FIG. The rail sheathing or corresponding sheathing for the switch components (such as the centerpiece and tongues) are not shown in FIG. 1 3.

The cross sections of Fig. 14 and 1 5 roughly correspond to cross-sectional representations along lines XIV-XIV and XV-XV in FIG. 1 3. There are, however, minor, not relevant here differences between the two track superstructures of FIG. 1 3 on the one hand and FIGS. 14 and 1 5 on the other hand. The track superstructure of Fig. 1 4 and 1 5 can be produced in essentially the same manner as shown in FIGS. 1-4. Also in the area of the switch, 1 0h support elements 1 6h are placed on a base, on which lane keeping elements 1 6h are arranged. In the exemplary embodiment shown, the lane keeping elements are designed as plates with an essentially flat surface. The coated switch components and rails are arranged on the lane keeping elements 1 6, then adjusted, then fixed, for example, by pouring support layer material 1 24 h (e.g. concrete) before finally (after sufficient hardening of the cast support layer material) the support layer 30 h is formed from the selected support layer material .

In the area of the centerpiece (FIG. 14), pre-manufactured molded casing parts 1 8h can be used, for example, in accordance with one of the exemplary embodiments discussed in connection with FIGS. At least one prefabricated molded casing part 1 28h is preferably also used for the casing of the frog 1 10h itself, which is adapted to the cross section of the frog changing in the direction of the track.

In the area of the tongues 1 1 6h, 1 1 8h (Fig. 1 5), the switch has the respective tongue and the associated continuous rail 106h or 108h receiving boxes 1 30h and 1 32h, in which the respective continuous rail 1 06h or 108h is fixed by wedging elements 1 34h which can simultaneously serve as a sliding support for the laterally pivotable tongues 1 1 6h and 1 1 8h. Instead of two separate boxes 1 30h and 1 32h, a common box holding both continuous rails 1 06h, 1 08h and both tongues 1 1 6h and 1 1 8h could also be used.

The boxes are each coated with an insulation layer, prefabricated molded casing parts 1 36 h being used again become. The boxes are placed in the encased state on a common lane keeping element 14h, adjusted there and then fixed, for example again by pouring support layer material, in particular concrete 1 24h. After the cast-on support layer material has hardened sufficiently, the support layer 30h is finally formed from the selected support layer material.

The process steps to be carried out in the manufacture of the track superstructure were specified separately for FIGS. 14 and 15. As a rule, the entire turnout area will be produced in one go, i.e. first place all required lane keeping elements 14h on the ground 1 0h, then arrange the required lane keeping elements 14h on it. The various switch components (centerpiece 1 1 0g and boxes 1 30h, 1 32h together with the associated rails and tongues) are then arranged, adjusted and fixed on the lane keeping elements. The support layer 30h is then produced in the entire turnout area, as a rule in one go.

It should also be mentioned that in Fig. 1 3 between the two dashed lines XIV-XIV and XV-XV a further, four track-associated tracking element 14g 'is indicated. A corresponding cross-sectional representation would largely correspond to FIG. 14, although two rails, each with a separate casing molding, would be seen instead of the core piece 1 10h with an associated casing molding 1 28h.

It must also be added that the boxes, which leave sufficient tongue movement for the tongues, can have the tongue pivot bearing and associated drive components for pivoting the tongues. Instead of plate-shaped lane keeping elements, lane keeping elements can also be used which limit receiving areas for the covered rails or covered turnout components. have protruding projections with sufficient adjustment space. The provision of an adjustment option for the rails and turnout components in the area of the turnout is expedient insofar as that in the case of turnouts it is often necessary to individually adapt the course of the track to local conditions. However, it is conceivable to provide lane keeping elements with, for example, trough-shaped engagement sections and preferably self-adjusting effect for the rails and / or switch components for the switch area for standard situations.

Further exemplary embodiments relating to rail casings according to the invention or track superstructures according to the invention or manufacturing methods according to the invention are shown in FIGS. 1 6 - 1 9. Fig. 1 6 shows in the sub-figures a) to d) a sequence similar to Figs. 1-4. The main difference compared to the embodiment of Figs. 1-4 is that the rail sheathing 1 8j used similar to the rail sheathing of the embodiment of Fig. 1 1 are trapezoidal in cross-section, tapering downwards and are formed with lateral longitudinal ribs 72j. The lateral longitudinal ribs 72j are assigned complementary longitudinal grooves 73j in the lateral boundaries of the left and right receiving trough 22j, into which the longitudinal ribs 72j positively engage and thus fix the rail casing 1 8j including the rail 20j. In the longitudinal sections remaining between the lane keeping elements 1 4j, the longitudinal ribs produce a corresponding engagement with the support layer (generally a concrete slab) formed around the rail sheathing and the lane keeping elements 1 4j mounted on the support elements 1 6j. Reference is made to the statements relating to the longitudinal ribs 72, 72d of the exemplary embodiments in FIGS. 5 and 11.

According to the exemplary embodiment in FIG. 1 6, after the supporting layer 30j has hardened sufficiently, a covering layer 15j, for example made of asphalt, is applied, leaving a narrow area to the left and right of the rail head 28j. After completion of the cover layer, the area left and right of the rail head is cast with a rail potting material 38j, for example a bitumen-based or polyurethane-based material.

Regarding the conical, tapering downward (here trapezoidal) shape of the rail sheathing, it should also be mentioned that this is also particularly advantageous because it automatically centers the rail sheathing together with the rail each time the track is crossed by a rail vehicle.

It should also be mentioned that within the scope of the invention, tracks with tie rods firmly connecting the two rails can also be used. The tie rods can be permanently connected to the two rails in a manner known per se, for example screwed or welded, or permanently connected to the rails in the course of the manufacture of the track construction according to the invention, for example screwed or welded. The lane keeping elements of the previously described exemplary embodiments, which are preferably made of concrete, can then be dispensed with. The tie rods, which are usually made of steel, should also be provided with an insulation layer or elastic layer in the course of the manufacture of the track construction, for example using appropriate sheathing parts, in order to avoid structure-borne noise bridges between the rails and the support layer.

The lane keeping elements used in the previously discussed exemplary embodiments can also be omitted under certain circumstances if no tie rods connecting the rails are used. Depending on the geometry of the track, it may be sufficient to use the tie-down tie rods which engage the rails from above during the formation of the support layer in order to close the track ensure that the lane keeping elements are dispensable. The rails can then be arranged directly on the relevant surface or on supporting elements. A sufficiently precise height adjustment can be carried out using simple support blocks (for example concrete blocks) and / or wedges serving to wedge them.

A further embodiment of a rail sheathing according to the invention, largely corresponding to FIG. 11, is shown in FIG. The molded casing body 40k, which is integrally formed in cross section and has a sole 46k made of a different material than the upper main part, has a lower and an upper longitudinal rib 72k on both sides. In the left and right upper surface edge area of the molded body, a cover lip or cover flap 60k is attached in order to cover the lateral transition area between the rail casing 18k or the casing molding 40k and the adjacent support layer. It should also be mentioned that reinforcements can be provided in a molded casing body according to the invention, for example laterally and in regions below the rail foot 24k above the sole 46k. Corresponding reinforcements 1 52k are indicated in Fig. 1 7.

The exemplary embodiment of FIG. 1 8 differs from the exemplary embodiment of FIG. 1 7 with regard to the design of the shaped casing body 40I primarily only by the cross-sectional shape of the longitudinal ribs 72I. In the embodiment of FIG. 1 8, these are dovetail-shaped in cross-section in order to achieve a particularly strong toothing with the support layer to be formed around the shaped casing.

It should be noted that instead of the longitudinal profiling of the lateral surfaces serving to support vertical forces, the

Rail sheathing or in addition to this also cross-profiles of these side surfaces can be provided in order Support forces acting in the longitudinal direction. The transverse profiles could, for example, be formed by ribs (with dovetail cross-section, semicircular cross-section or other cross-section) extending on the side surface in accordance with their inclination. The statements relating to the transverse profiling of the sole in connection with the above exemplary embodiments apply correspondingly to the other surface sections, especially the side surfaces, the splinting around the rails, especially the molded casing.

It must generally be added that recesses in the molded casing parts or in general in the rail casing are not essential to save material. A generally much more important aspect than the saving of material is that the respective rail together with the rail sheathing should be heavier than the support layer material (e.g. concrete) displaced when forming the support layer, in order to prevent the sheathed rail from floating when the support layer is manufactured (when Concrete) to prevent.

It should also be pointed out that in the description of the previous exemplary embodiments, the aspect of the simplest possible replacement of rails was emphasized as an important aspect, but as a rule the structure-borne noise behavior of the rail casing or the shaped casing is of greater importance. By choosing the material or materials used and by choosing the geometry of the rail casing, the structure-borne noise behavior of the rail casing, i.e. the shielding of the support layer from the rails with respect to structure-borne noise, can be optimized, i.e. the structure-borne noise reaching the support layer can be minimized. In particular, the elasticity / rigidity and the damping capacity of the material play a role as material properties. When it comes to geometry, the effective material thickness plays an important role Rail on the one hand and lane keeping element or support layer on the other a role.

The extent to which the rail sheathing is one or more parts in relation to a longitudinal rail section can be decided depending on the expediency. With a view to simple, inexpensive production, it can often be expedient to design the rail sheathing in several parts with respect to a longitudinal rail section, for example with a plurality of shaped sheathing parts. This is especially true when different types of materials are used. The components (possibly molded parts) assigned to a longitudinal section of the rail can be connected to one another at least in part before the sheathing of the rail, for example glued to one another or connected to one another in some other way, for example by positive engagement. However, it is also possible that the or some of the components (molded casing parts) are connected to one another only in the course of the casing of the rail, for example glued to one another or brought into mutual positive engagement. The components can also be connected indirectly, by means of the rail, for example by gluing the components used to the rail or / and bringing them into positive engagement with the rail. Frequently, a "provisional" connection of the components, for example by means of adhesive tapes or the like, is sufficient to hold the components in their desired position relative to one another and relative to the rail during the formation of the support layer, since after the completion of the support layer the components are usually arranged by Support layer should be held together.

An example of a multi-part rail sheathing and a track construction that can be produced with it is shown in FIG. The area to the left and right of the rail web 26m between the rail head 28m and the rail foot 24m, the so-called "chamber area" or the "chamber" of the rail 20m, accommodates a left shaped casing 40m-1 or a right shaped casing 40m-2, which can also be referred to as a chamber filler 40m-1 or 40m-2 and preferably consists of solid rubber material. Because of this choice of material, the chamber fillers are elastic, but essentially not compressible or only insignificantly, since solid rubber essentially maintains its volume under the action of force and attempts to absorb the force exerted by elastic evasion. The chamber filler bodies 40m-1 and 40m-2 can each have a longitudinally extending cutout 160m which is open to the rail web 26m and which are used to adapt the filler body to the manufacturing tolerances of the rail. The chamber filling bodies can be bodies vulcanized from old tires or rubber granulate, for example.

When manufacturing the track construction, the chamber fillers are preferably glued to the rail, especially the rail web. If the chamber fillers have transverse profiles on their left or right surface, longitudinal forces acting on the rail can be supported in this way.

In the area of the rail foot 24m, a separate rail foot covering 1 62m, 1 64m is provided, which in the exemplary embodiment shown comprises a rail foot covering profile 1 64m encompassing the rail foot 24m together with an elastic intermediate layer 1 62m from below, from both sides and in some areas from above. The rail foot sheathing profile 1 64m is preferably also made of solid rubber material or alternatively, for example, of a material that is harder than the solid rubber material of the chamber filler, for example plastic. In general, it is preferred that the rail foot covering profile is also made of an elastic, but essentially non-compressible material. The elastic intermediate layer 1 62m, however, is preferably made of an elastic, compressible material made to provide a defined sinking of the rail. The elastic intermediate layer could also be provided on the outside of the rail foot covering profile 1 64m, that is to say in the cross section shown between the track keeping element 14m and the rail foot covering profile 1 64m. If the rail foot covering profile 1 64m does not provide sufficient damping or shielding of structure-borne noise, the elastic intermediate layer should be pulled up to the side of the rail foot or to the side of the rail foot covering profile to avoid structure-borne noise bridges. A suitable material for the elastic intermediate layer 1 62m is, for example, polyurethane foam (PU foam). Mixed-cell polyurethane is particularly suitable for the production of the intermediate layer.

The various components of the rail casing, that is to say the chamber fillers 40m-1, 40m-2, the elastic intermediate layer 1 62m and the rail foot casing profile 1 64m, can be glued to one another and / or to the rail 20m. In the exemplary embodiment shown, however, it is sufficient to glue the chamber filler to the rail, since the rail foot covering profile 1 64m surrounds the rail foot in a clamp-like manner and is thus held in a form-fitting manner on the rail foot 24m. If it is not important to support forces acting in the longitudinal direction, it is also possible to dispense with bonding the chamber filler to the rail, at least in the case of a configuration similar to the exemplary embodiment in FIG. 1 9. According to FIG. 1, 40m-2, namely by means of the rail foot covering profile 1 64m encompassing the rail foot 24m in the "rail chambers".

It should also be pointed out that the different components of the rail casing 1 8m can have different dimensions in the longitudinal direction. For example, the solid rubber chamber fillers 40m-1, 40m-2 could have a length of the order of 70 cm to 1 m, while the rail foot encasing lungsprofil 1 64m, however, could have a much larger longitudinal dimension. The rail foot covering profile 1 64m can namely be produced particularly expediently as an extrusion profile, that is to say as an "endless profile". When choosing the longitudinal extension of the various components, the person skilled in the art will take account of expediency aspects as well as the costs or the effort involved in producing, handling and transporting them.

In summary, the invention relates to a method for producing a track construction in which rails are provided with an insulation layer / elastic layer (possibly rail sheathing) before a support layer supporting the rails is produced, and in which the support layer is then made of moldable support layer material around the insulation layer / elastic layer molded around and tied. The invention further relates to a track construction which can be produced by this method and to a rail casing which can be used in the course of the production process.

Claims

Expectations

1 . Method for producing a track construction with at least two tracks that form at least one track and in each case

Support area on a bound support layer (30) in the vertical and lateral direction by means of an insulation layer or elastic layer (1 8) (hereinafter referred to as insulation layer) supported rails (20), characterized in that the rails (20) before formation of the support layer ( 30) positioned in any order and provided with the insulation layer (1 8) and that afterwards the support layer (30) is made of mouldable support layer material around the insulation layer (1 8) and brought to set.

2. The method according to claim 1, characterized in that the track construction comprises at least one switch arrangement (1 00g) with on the support layer (30g) in vertical and lateral

Direction with the help of the insulation layer supported switch components, in particular comprising at least one core (1 10g) and at least two movable tongues (1 1 6g, 1 1 8g).

3. The method according to claim 2, characterized in that the switch components (1 1 0g, 1 1 6g, 1 1 8g; 1 10h, 1 30h, 1 32h) are positioned before formation of the support layer (30g; 30h) in any order and be provided with the insulation layer (1 28h, 1 36h) and after that the support layer (30g; 30h) from the molded is formed around the insulation layer and brought to set.

4. The method according to any one of claims 1-3, characterized in that the rails (20) and / and switch components (1 10h, 1 30h, 1 32h) placed at a distance above a substrate (1 0) for the support layer and according to height , Track and direction are adjusted before the support layer (30) is formed.

5. The method according to any one of claims 1-4, characterized in that at least partially a possibly removable intermediate layer is used, which is attached or attached to the outside of the insulating layer (1 8) and which is used in forming the support layer (30), the support layer material at a distance from the insulation layer.

6. The method according to any one of claims 1-5, characterized in that the moldable support layer material when molding the support layer

(30) is brought into direct contact laterally and from below to the insulation layer (1 8; 1 28h, 1 36h) or the intermediate layer covering it.

7. The method according to any one of claims 1-6, characterized in that to form the insulation layer (1 8; 1 28h, 1 36h) sheathing molded parts are used at least partially made of insulation material or elastic material.

8. The method according to any one of claims 1-7, characterized in that in order to provide the rails with the insulating layer, the rails are at least partially covered with molded insulating parts (40) at least in the region of the rail foot, which form a respective rail covering (18).

9. The method according to any one of claims 1-8, characterized in that the sheathing molded parts (40) on the rails and / and switch components (1 10h, 130h, 1 32h) are glued.

10. The method according to any one of claims 7-9, characterized in that the rail casing (1 8, 1 8a, 1 8b) is substantially rectangular or square in cross section, or that the rail casing (1 8d) tapers downward in cross section , preferably with the formation of side surfaces (42d) of the rail sheathing which are not overlapped by the support layer (30) or only overlapped on at least one defined fixing projection (72d).

1 1. Method according to one of claims 7 - 10, characterized in that the rail casing (18d) has at least one side projection (72d) overlapped by the bound support layer, in particular at least one longitudinal bead (72d) protruding from a side surface of the casing, preferably in such a way that that by using lifting forces on the rail (20d) or the switch component together with the rail casing (1 8d) the side projection (72d) can be disengaged from the support layer in the manner of releasing a latching connection.

2. The method according to any one of claims 7 - 1 1, characterized in that at least one attached to a sheathing molding or attachable or with this one-piece cover lip or cover tab (60a) is provided, which a transition between the

Rail covering (1 8a) and the adjacent support layer (30) covers, in particular to prevent water from penetrating between the rail covering and the support layer.

3. The method according to any one of claims 7 - 1 2, characterized in that the rail sheathing at least partially have a transverse structure outer surface, preferably a sole having a transverse structure (46e; 46f) and / or a lateral surface having a transverse structure, for supporting

Has longitudinal forces.

4. The method according to any one of claims 1 - 1 3, characterized in that the rails or / and switch components are provided at a different location from the track construction site with the insulation layering, possibly rail sheathing.

5. The method according to any one of claims 1 - 1 3, characterized in that the rails or / and switch components at the track construction site with the insulation layer, possibly rail sheathing, are provided.

6. The method according to any one of claims 4 - 1 5, characterized in that preferably separate track-keeping elements (14; 14h), preferably made of concrete, metal or plastic, are used which extend across the track, relative to the rails (20) and / or switch components (1 10h, 1 30h, 1 32h), which are used on the ground or at a distance above the subsurface (1 0; 1 0h) with which the rails (20) or switch components (1 1 0h, 1 30h, 1 32h) provided with the insulation layer, possibly the rail sheathing (1 8) ) are brought into positive or non-positive engagement and around which the support layer material (30; 30h) is formed.

7. The method according to claim 1 6, characterized in that the lane keeping elements (14) assigned to the two rails (20), preferably designed as receiving troughs engaging sections (22) with which the respective rail casing (1 8) brought into positive engagement becomes.

8. The method according to any one of claims 1 - 1 7, characterized in that the rails or / and switch components (1 10h, 1 30h, 1 32h) before forming the support layer relative to each other, in particular with regard to the correct track width and / or the inclination the rails to each other, adjusted and then fixed relative to each other and possibly relative to the lane keeping elements, if necessary by

Wedging / wedging of the rails in the receiving troughs.

9. The method according to claim 1 7, characterized in that the rail sheathing (1 8) and the lane keeping elements (1 4) including the formation of the engaging sections (22), optionally receiving troughs, are coordinated with one another in such a way that by Position of the positive engagement between the rail sheaths (1 8) attached to the rails (20) and the track-holding elements (14) on their engagement sections (22), a self-adjustment of the rails relative to one another, in particular with regard to the correct track width and / or the inclination of the rails to one another , he follows.

20. The method according to any one of claims 1 - 1 9, characterized in that after the support layer material has set, any shrinkage cracks between the insulation layer (1 8) and the support layer (30) or / and after removal of any cracks remaining between the insulation layer that cover the insulation layer and the support layer can be filled in by pouring / pressing in a filling compound (36), in particular an adhesive or / and water protection compound.

21. Method according to one of claims 1 to 20, characterized in that surface areas of the insulating layer (1 8) not covered by the support layer material (30) are covered with a covering compound (38), in particular adhesive or / and water protection compound, after the supporting layer material has set.

22. The method according to any one of claims 1-21, characterized in that after hardening of the support layer material, at least one cover, in particular a cover lip or cover flap (60a), is attached to a surface of the insulation layer or not covered by the support layer material and / or to a support layer surface, if appropriate is glued on, which covers a transition between the insulation layer and the adjacent support layer, in particular to prevent water from penetrating between the insulation layer and the support layer.

23. The method according to any one of claims 7-22, characterized in that prior to the formation of the support layer, joints between adjoining shaped casing parts (40b-1, 40b-2) are secured against the penetration of support layer material between the shaped casing parts, preferably by applying an adhesive layer (64b).

24. The method according to any one of claims 16 - 23, characterized in that the rails (20) and possibly associated switch components of the track together after forming the support layer (30)

Track course or / and cant or / and longitudinal inclination can be adjusted by appropriate adjustment of the lane keeping elements (14).

25. The method according to any one of claims 1-24, characterized in that the insulation layer, possibly rail sheathing, is formed differently in different sections along a rail track.

26. The method according to claim 25, characterized in that the insulation layer, possibly rail casing, in at least one curved region of the rail section with regard to cross-sectional shape and / and material of the casing or / and with regard to damping or / and suspension or / and Support properties deviates from at least one linear region of the rail track.

27. The method according to any one of claims 1-26, characterized in that a concrete material, an asphalt material or an asphalt concrete material is used as the support layer material.

28. The method according to any one of claims 1-27, characterized in that at least one rubber-elastic material and / or at least one cork-elastic material and / and at least one other shock-absorbing and / or sound-insulating and / or elastic material is used as the insulating layer material.

29. The method according to any one of claims 7-28, characterized by the use of molded casing parts according to one of the

Claims 31-42.

30. The method according to claim 29, characterized in that at least one molded casing part (40) of the rail casing (1 8) is glued to the rail (20) and / or the several molded casing parts (40m-1, 40m-2, assigned to a common rail longitudinal section) 1 64m) of the rail sheathing (1 8m) in the course of sheathing at least the rail foot (24m), for example glued to one another or brought into mutual positive engagement.

31 Rail sheathing, comprising at least one sheathing molding (40) made of insulating and / or elastic material and adapted to the cross section of an associated rail, for sheathing at least the rail foot (24) of the rail, in particular when carrying out the method according to one of claims 7-30.

32. Sheathing comprising at least one sheathing molded part made of insulating and / or elastic material and adapted to the cross section of an associated switch component for sheathing at least a lower area of the switch component, in particular when carrying out the method according to one of claims 7-30.

33. Sheath according to claim 31 or 32, characterized in that it comprises a plurality of molded part sections which are connected in one piece via weakening sections (44; 44c) and are movable relative to one another.

34. Sheathing according to claim 33, characterized in that it comprises a left and a right molded section, which are pivotable relative to one another via a weakening line, preferably a film hinge (44; 44c), preferably provided in a sole region of the sheathing, such that the sheathing for attaching to the rail and reaching around the rail foot or for attaching to the switch component.

35. Sheath according to claim 31 or 32, characterized in that it has a separate left (40m-1) and a separate right (40m-2), laterally of the rail web (26m) between the rail foot

(24m) and rail head (28m) to be arranged encapsulation molded part and a separate rail foot covering (1 62m, 1 64m).

36. Casing according to claim 35, characterized in that the left or right casing molding (40m-1, 40m-2) which largely fills the chamber area of the rail (20m) largely has a recess (1 60m) which is open to the rail web (26m) and extends in the longitudinal direction, in particular to compensate for manufacturing tolerances of the rail.

37. Sheathing according to claim 35 or 36, characterized in that the rail foot sheathing (1 62m, 1 64m) comprises a lower sheathing molding (1 64m) encompassing the rail foot (24m) from below and from both sides and preferably in regions from above, if desired has a length which clearly exceeds the lengths of the left and the right casing molding (40m-1, 40m-2).

38. Sheathing according to one of claims 35 to 37, characterized in that the left or right sheathing molding (40m-1, 40m-2) and - if present - if desired, the lower sheathing molding (1 64m) made of an elastic material with little or vanishing compressibility, for example a rubber material.

39. Casing according to claim 38, characterized in that the lower casing molding (1 64m) is made of a harder material than the left or right casing molding (40m-1, 40m-2), the harder material, if desired, no essential or only has a lower elasticity than the material of the left or right casing molding.

40. Sheathing according to one of claims 37 to 39, characterized in that the rail foot sheathing (1 62m, 1 64m) one between the rail foot (24m) and lower sheathing molding (1 64m) and / or an outside on the lower sheathing molding (1 64m ) provided intermediate layer (1 62m) from a elastic material preferably with clear compressibility, for example a polyurethane foam material.

41. Sheathing according to one of claims 35 to 40, characterized in that at least some of the components of the sheathing assigned to a longitudinal section of the rail are glued to one another before the sheathing of the rail or are connected to one another by form-fitting engagement or / and that at least some of the components associated with a longitudinal section of the rail (40m- 1, 40m-2, 1 64m) of the sheathing before sheathing the

Rail are available as loose parts, i.e. they are not glued together and are not connected to each other in any other way.

42. Sheathing according to one of claims 31-41, characterized by the features relating to the insulation layer, possibly to the rail sheathing or the shaped sheathing parts, of features of at least one of claims 1 to 30.

43. Set of at least one casing (40) according to one of claims 31 - 42 and at least one associated lane-keeping element (14) with engagement sections (22), which with form-fitting casings (40) attached to associated rails (20) or switch components of a track Can be brought into engagement, preferably with self-adjustment in relation to the relative

Positioning of the two rails or the switch components, in particular for use in the method according to one of claims 1-30.

44. Set according to claim 43, characterized in that the lane keeping element has the features relating to the lane keeping element at least one of claims 1-30.

45. Track construction that can be produced by the method according to one of claims 1 to 30, preferably comprising at least one casing according to one of claims 31 to 42 or / and a set according to claim 43 or 44.

46. Track construction with at least two rails (20) which form at least one track and are supported in a respective support area on a bound support layer (30) in the vertical and lateral direction by means of an insulation layer or elastic layer (1 8), characterized in that the track construction at least one switch arrangement (100g) comprises switch components supported on the support layer (30g, 30h) in the vertical and lateral direction by means of the insulation layer (1 8h, 1 28h, 1 36h), in particular comprising at least one centerpiece (1 10g; 1 10h) and at least two movable tongues (1 1 6g, 1 1 8g; 1 1 6h, 1 1 8h).