Slab track, track superstructure and track superstructure system

Abstract

Slab track (1) for forming a track superstructure (10), wherein the fixed roadway (1) extends in a main direction of extension (H), wherein the fixed roadway (1) has a first surface (2) and a second surface (3) opposite the first surface (2), wherein the fixed track (1) has means to fix at least one rail (5) to the first surface (2), wherein the solid roadway (1) is formed from a polymer material, wherein the solid roadway (1) is designed without concrete and asphalt, wherein the polymer material comprises high-density polyethylene (PE-HD) or polypropylene (PP), wherein the solid roadway (1) comprises natural fibers and / or inorganic fibers as reinforcing fibers or rods such as steel rods or glass fiber rods, wherein the polymer material comprises adhesion promoters and / or UV absorbers and / or flame retardants and / or antioxidants, wherein the means (4) comprise receiving sections, wherein the fixed track on the first surface (2) has at least two receiving sections for receiving two rails (5) extending in the main direction, wherein the receiving sections are each designed to support the rail (5) at specific points and each have a shaped section (6) for receiving an angle guide plate or a clamping device, wherein the fixed track (1) has at least one retaining element on the second surface (3) for fixing the fixed track (1) to a substrate, wherein the second surface (3) faces the substrate, wherein at least one retaining element is designed to secure the fixed roadway (1) against displacement in a plane in two orthogonal directions, wherein the holding element is designed as a feed mandrel, and wherein the feed mandrel is a hook-like projection that extends from the second surface (3) of the fixed track (1).

Description

[0001] The present invention relates to a fixed roadway, a track superstructure and a track superstructure system.

[0002] A slab track, also known as ballastless track or ballastless superstructure, is a component of the track superstructure used in railways, tramways, and subways. With a slab track, the ballast and sleepers are primarily replaced by a solid trackbed, a rigid element that can be described as the track superstructure. In the current state of the art, such slab tracks are made of concrete or asphalt. A slab track offers the advantage of enabling higher train speeds. Furthermore, it prevents track displacements that can lead to track geometry problems.

[0003] EP 0 742 318 A1 discloses a measure for preventing airborne noise on fixed roadways. This involves encasing loose packing material in a sturdier casing, arranged between and to the sides of the rails outside the vehicle clearance gauge. The casing is made of corrosion-resistant plastic.

[0004] DE 195 17 384 A1 discloses a device for preventing airborne noise on railway lines. The device comprises packings that are placed between, laterally, and beside the rails on exposed surfaces of the supporting structure. The fabric can be made of polypropylene or polyamide.

[0005] CN 108 277 700 A shows a fixed track superstructure system. The system features a reinforced concrete track bed and reinforced concrete support pillars. A composite sleeper is mounted on this, to which the rail is then fixed with appropriate fastening material. The composite sleeper is made of polyurethane.

[0006] DE 10 2007 028 978 A1 shows a track bed with a rail mounting space and a plastic body. The plastic body is designed as an open lattice structure.

[0007] DE 10 2020 134 728 A1 discloses a component element for use as a track element. The component element comprises a support layer and at least one wear layer. The support layer comprises an elastic plastic material.

[0008] DE 101 07 116 A1 shows an alignment device for aligning and adjusting the target installation position of a pre-assembled track grid for a ballastless track system in trough construction.

[0009] DE 10 2020 211 957 A1 concerns additives for thermoplastic polymers in the construction industry, in particular antioxidants, UV absorbers, antistatic agents, adhesion promoters and flame retardants.

[0010] DE 10 2013 105 090 A1 shows a concrete sleeper for a fixed roadway with a rail fastening, whereby lateral compensation is enabled by angle guide plates.

[0011] US Patent 6,494,639 B1 discloses a primary connector for attaching a precast concrete element to a structure, wherein the primary connector has a hook formed by a front edge of a web.

[0012] However, conventional fixed track systems require higher investments due to their complex construction. Furthermore, the use of concrete or asphalt generates significant CO2 emissions during production. Given the general trend towards increasing train speeds and reducing track maintenance, and the resulting need to equip a large portion of the rail network with such a fixed track, this conversion also presents an environmental burden.

[0013] Taking this into account, the present invention aims to provide a fixed roadway that can at least reduce the aforementioned disadvantages.

[0014] The above problem is solved with a fixed track having the features of claim 1, with a track superstructure having the features of claim 6 and with a track superstructure system having the features of claim 9.

[0015] According to one aspect of the present invention, a fixed track is provided for forming a railway superstructure with the features of claim 1. The fixed track can extend in a principal direction. The fixed track can have a first surface and a second surface opposite the first surface. The fixed track can have means for fixing at least one rail to the first surface. The fixed track can be formed from a polymer material.

[0016] Compared to the prior art, the fixed roadway can be formed from a polymer material. This completely eliminates the need for materials such as concrete or asphalt. Therefore, according to the invention, the fixed roadway contains no concrete or asphalt. This reduces the energy required for its construction and thus the CO2 emissions. The fixed roadway can have the usual dimensions known in the prior art. Its main direction of extension can correspond to the direction of extension of the tracks or rails. The fixed roadway can have a cross-section that is essentially rectangular. The cross-section of the fixed roadway can also be referred to as a profile. The cross-section can have essentially constant dimensions along its main direction of extension.The slab track can be used for the track superstructure of regional, long-distance, high-speed, or freight trains, as well as for local public transport such as subways, commuter trains, or trams. The first and second surfaces can each be the two largest surfaces of the slab track. The first and second surfaces can be connected by a third and a fourth surface. The third and fourth surfaces can be smaller than the first and second surfaces. The third and fourth surfaces can be parallel to each other. This facilitates the transport of the slab track. The use of polymer material offers better damping properties when vehicles pass over it compared to conventional systems. Due to its superior absorption of tensile forces, a slab track made of polymer material exhibits better tensile properties compared to a slab track made of concrete.Therefore, the substructure on which the solid roadway rests can be designed more simply.

[0017] Preferably, the solid roadway is predominantly composed of a polymer material. "Predominantly" can mean that at least 50% of the solid roadway is made of polymer material. This ensures that the positive properties of the polymer material are sufficiently present in the solid roadway. Furthermore, this eliminates the need for significant quantities of conventionally used materials (e.g., concrete and / or asphalt) from which solid roadways are manufactured.

[0018] Preferably, the polymer material comprises plastic and / or synthetic resin. Preferably, the polymer material comprises recycled material. Preferably, the polymer material comprises predominantly recycled material. This allows for a significant reduction in CO2 emissions. In other words, previously produced material can be reintroduced into the material cycle without the need to produce new polymer material. Therefore, the solid roadway can be particularly environmentally friendly. In particular, the CO2 emissions required to produce the solid roadway can be significantly reduced. Therefore, the solid roadway can be manufactured in a particularly environmentally friendly manner. In particular, the CO2 footprint of the solid roadway can be reduced. Furthermore, materials from dismantled sections can remain in the cycle.

[0019] The solid roadway comprises natural and / or inorganic fibers as reinforcing fibers and / or rods such as steel or glass fiber rods. Preferably, the solid roadway comprises reinforcing fibers, in particular steel and / or glass fibers. The reinforcing fibers can be designed to increase the strength of the solid roadway. Furthermore, the solid roadway can be adapted to specific subgrade properties. Additionally, the incorporation of reinforcing fibers can create direction-dependent elastic behavior in the solid roadway. Furthermore, a variety of other parameters of the solid roadway can be adjusted using the reinforcing fibers. For example, the fiber winding, the fiber volume fraction, the layer sequence, and the like can be varied to influence the properties of the solid roadway.Consequently, the fixed track can be adapted to a variety of different load requirements: Preferably, the fixed track includes reinforcing elements extending along its main direction of extension. These can be steel bars extending within the fixed track. Preferably, the reinforcing elements extend substantially perpendicular to a track fixed to the fixed track. This ensures targeted stability of the fixed track when vehicles pass over it.

[0020] The polymer material comprises high-density polyethylene (HDPE) or polypropylene (PP). Preferably, the polymer material includes an elastomer. The elastomers are preferably thermoplastic. These elastomers exhibit particularly high elasticity, enabling the solid roadway to possess very high fatigue strength. Polypropylene (PE) exhibits very good mechanical properties as well as good chemical resistance. This ensures the durability of the solid roadway even when exposed to aggressive substances and weathering. Preferably, low-density polyethylene (LDPE) can be used. This type of polyethylene is a thermoplastic made from the monomer ethylene. This type of plastic is widely used and found in many everyday objects. Consequently, a large quantity of recyclable items made from this material is generated.Due to the resource-efficient implementation of the circular economy through the provision of a solid roadway, a large source of usable plastics is available. Polyethylene is present as high-density polyethylene (HDPE). HDPE has few branched polymer chains, making it a very adaptable plastic. This allows the solid roadway to be manufactured (for example, molded) particularly easily. Furthermore, it is also a widely used plastic, meaning it is available in large quantities for the circular economy. Polypropylene (PP) has very similar properties to polyethylene. Polypropylene is also a widely used plastic and therefore available in large quantities for the circular economy.

[0021] The polymer material includes additives such as adhesion promoters, UV absorbers, flame retardants, antioxidants, and / or antistatic agents. These additives allow for the definition of further properties of the pavement. Additives may be necessary, particularly when a variety of different plastics are blended to create the polymer material. Adhesion promoters, in particular, ensure a strong bond between the materials used. UV absorbers can be used to slow down aging under UV light, thereby enabling very long service lives for the pavement. Flame retardants are especially advantageous in fire-sensitive areas such as tunnels.This allows the solid road surface to be installed even in sensitive areas. Antioxidants prevent the polymer material from reacting with other substances, thus further increasing its durability. Antistatic agents prevent the solid road surface from becoming statically charged due to external factors, preventing potential differences from building up in the first place. Such a charge can be generated, for example, by vehicles driving over the solid road surface. Antistatic agents prevent this charging through triboelectricity or similar processes. For example, the antistatic agents ensure that the solid road surface is not insulated from the ground.

[0022] The fixed track surface has at least two receiving sections on its first surface for receiving two rails running in the main direction of extension. These receiving sections can be incorporated into the means for securing at least one rail. The receiving sections can include a receptacle for attaching an angle guide plate. In this case, the rail can be indirectly secured to the fixed track surface (e.g., by clamping the angle guide plate). Additionally or alternatively, the receiving sections can also be formed by a recess in the fixed track surface. Furthermore, the receiving sections can also be implemented using other fastening methods for a rail or track. For example, system 300 can be used, in which the rail is held by a retaining device.A receiving section can be, in particular, a molded shape designed to advantageously fix specific parts of a separate fastening system to the fixed trackbed. The receiving sections can be designed to hold fasteners for a rail in a fixed position. Furthermore, a receiving section can include bores in which fasteners for securing a rail can be inserted. Threaded sleeves can be provided in the bores, which can interact with separate fasteners. This allows conventional fasteners to be used even with a fixed trackbed made of polymer material, without compromising the workflow (e.g., during superstructure construction).

[0023] Preferably, the ratio of the total extent of the trackbed perpendicular to its main direction of extension to the distance between the two support sections perpendicular to the main direction of extension lies in the range of 1.0 to 1.5, preferably in the range of 1.3 to 1.4. In other words, the ratio can form a length ratio between the total extent of the trackbed perpendicular to its main direction of extension and the distance between the rails. In the range between 1.0 and 1.5, it has been found that a trackbed made of polymer material exhibits advantageous stability for both passenger and freight train traffic. Thus, the trackbed can also be used without problems in mixed-use applications. The range of 1.3 to 1.4 has proven particularly advantageous on high-speed lines. Here, it has been shown that the overhang (i.e.,The distance between the track and the end of the fixed track (perpendicular to the main direction of travel) is sufficiently large to ensure the stability of the fixed track even at high curve speeds (for example, with a curve radius of 400 m). This allows fixed track to be used even on modern high-speed lines.

[0024] The receiving sections are each designed to support a rail at specific points. Point support of the rail can occur, for example, when the rail is fixed at specific points by an angled guide plate, a clamping device, or the like. A continuous support of the rails is not part of the invention. In contrast, continuous support (e.g., Infundo) can, for example, involve placing the rail in a recess in the fixed track, with the space between the rail and the fixed track being filled (e.g., grouted) with another material. This is the case, for example, with a tramway superstructure using grooved rails. Here, the rail can be supported continuously (i.e., continuously) by the grout. This allows the fixed track with polymer material to be used in a particularly wide range of applications.

[0025] As an example not according to the invention, the receiving sections are each designed to continuously support the rail and each comprise an elastic potting material. In this case, the rail or track can be elastically supported by the potting material. This can result in a particularly vibration-damped track superstructure system.

[0026] The mounting sections are each designed to provide point support for the rail and each features a molded section for receiving an angle guide plate or a clamping device. In other words, the trackbed can have a contour on its first surface that corresponds to the shape of an angle guide plate. This allows for improved contact between the angle guide plate and the trackbed, ensuring the track or rail is always securely held. Instead of the angle guide plate, other components of a rail fastening system, such as System 300, can also be attached to the molded section. The molded section can also have other configurations suitable for securing a rail fastening to the first surface of the trackbed in such a way as to create a tight fit.Therefore, a stable and permanent connection between the fixed roadway and the track can be ensured.

[0027] Preferably, the distance between the support sections in the main direction of extension is a maximum of 0.65 m. This ensures that the track is securely held by the fixed trackbed when supported at a single point. In particular, this maximum distance along the main direction of extension (i.e., along the track direction) guarantees a stable trackbed even at high speeds of vehicles traveling on the tracks.

[0028] The fixed trackway has at least one retaining element on its secondary surface to secure it to a substrate. This prevents the fixed trackway from slipping against the substrate. As a result, fewer or no additional fixing devices are needed to hold the fixed trackway in its desired position. For example, the fixed trackway can be provided in sections, such as 6.50 m in length along its main direction, with each section having a retaining element. The retaining element could be, for example, a raised roughness that secures the fixed trackway against slippage on the substrate. Alternatively, the retaining element could be a projection that positively locks the fixed trackway to the substrate. The retaining element comprises a projection that extends from the secondary surface of the fixed trackway.In other words, at least one retaining element can ensure a positive connection between the fixed roadway and a substructure. According to one embodiment, a plurality of retaining elements are provided for fixing the fixed roadway to the subsoil. Thus, the fixed roadway can be fixed at various positions on the subsoil. This ensures that the fixed roadway remains securely in place even under high loads. Furthermore, backfilling or other lateral fastening measures are unnecessary. Preferably, the retaining element is designed so that the fixed roadway can be reversibly fixed.

[0029] At least one of the retaining elements is designed to secure the fixed track against displacement in a plane in two orthogonal directions. In other words, the retaining element can prevent the fixed track from displacing in two directions.

[0030] The retaining element is designed as a sliding mandrel. In other words, the retaining element can make positive contact with the substrate to prevent the fixed track from shifting. For example, the fixed track is placed on the substrate and then moved in a specific direction, so that the sliding mandrel on the fixed track engages with a corresponding element in the substrate to secure the fixed track. The sliding mandrel could, for example, be a hook-like projection extending from the second surface of the fixed track. This allows each section of the fixed track to be individually fixed to the substrate. This provides a passive retaining system that is particularly easy to manufacture and yet ensures a secure hold of the fixed track on the substrate.

[0031] Preferably, the first surface has a slope difference of at least 0.2%, and preferably at least 0.5%, compared to the second surface. In other words, the slope of the first and second surfaces can be different. In other words, the thickness of the solid roadway can be variable (i.e., not constant) in the second direction. Preferably, the slope of the first surface is chosen such that rainwater can run off the solid roadway. For example, the second surface (i.e., the surface facing the subgrade) can have no slope relative to the horizontal, whereas the first surface (which faces the top of the solid roadway) can have a slope so that rainwater can run off the solid roadway.This ensures that no water accumulates on the first surface of the track bed and leads to undesirable aging effects (such as the growth of microorganisms). Preferably, the track bed can have its greatest thickness in the second direction in the middle between the rail fixing points. This allows water to drain off to both sides of the track bed. The gradient of at least 0.5% offers the advantage that the track bed can be inclined in curves, thus reducing lateral acceleration experienced by occupants of vehicles traveling on it. By providing a gradient in the track bed, an incline can be achieved without major structural modifications to the subgrade.

[0032] Preferably, the fixed roadway further comprises a connecting section, allowing at least one additional fixed roadway to be connected to it in the main direction of extension. The fixed roadway can be provided in individual, separate sections. Each section can have a length of up to 8 meters in the main direction of extension. Preferably, the length of a section of the fixed roadway in the main direction of extension is approximately 6.50 meters. In the case of a curve, the length of the fixed roadway can correspond to its centerline. This allows the individual sections of the fixed roadway to be manufactured centrally and then easily transported to a construction site. Once the sections of the fixed roadway are in place, they can be connected to each other by the connecting section.This eliminates the need to define the sections of the fixed track using separately provided elements or structures (such as embankments or the like). Instead, the individual sections of the fixed track can be connected to each other, thus forming a part of the superstructure that is permanently connected or connectable.

[0033] Preferably, the connecting section features a tongue-and-groove system. This tongue-and-groove system can provide a positive-locking connection between two sections of the track. Each section can have a groove on a contact surface with an adjacent section, into which a spring element can be inserted. The spring element can, for example, be a rib. Furthermore, a section of the track can have a projection that can be inserted into a groove or recess of an adjacent section of the track. This allows a connection between two sections of the track to be formed. In this way, a multitude of track sections can be connected to form a superstructure or a part of a superstructure within a track system. Thus, a track superstructure with the track can be constructed quickly.

[0034] Preferably, the tongue and groove system is designed to achieve a longitudinal displacement resistance of at least 14 kN / m and / or a lateral displacement resistance of at least 25 kN / m of track. This ensures that, even on high-speed lines, there is no relative displacement between two sections of the slab track. The aforementioned values ​​can be achieved by appropriately designing the tongue and groove system. For example, such a design can consist of a pin, which is enclosed in the tongue and groove system, having a corresponding strength. This strength can be provided, for example, by the geometric shape of the pin or the choice of material for the pin.

[0035] Preferably, the track is formed integrally. In other words, the track can be a single, continuous body. In particular, in a cross-section orthogonal to the principal direction of extension of the track, the track can be an integral body. Nevertheless, several sections of the track can be joined together in the principal direction of extension to form part of the track superstructure or the track superstructure itself. In other words, it is not necessary to assemble several parts to form the track in cross-section. Put another way, the means for fixing at least one rail can be arranged on a single integral body, namely the track. This ensures the necessary stability of the track, which cannot be guaranteed if several separate components are joined together in cross-section.

[0036] According to a further aspect of the present invention, a track superstructure is provided for forming a rail system. The track superstructure comprises a fixed track bed according to one of the embodiments described above. Furthermore, the track superstructure can comprise two rails, each fixed to the first surface of the fixed track bed, such that the rails extend in the main direction of travel. The track superstructure, or simply superstructure or track bed, comprises a track bed and the rails or tracks mounted thereon. In the present embodiment, the track bed comprises the fixed track bed. The rails or tracks are mounted on the fixed track bed. The rails can be fixed by means of sleeper bolts with clamping plates, grout, and / or clamping jaws. The fixed track bed provides rail support, which supports the rails and transmits forces acting on the rails to the subgrade.Furthermore, the track superstructure can include sound insulation, for example in the form of insulating mats. This allows high speeds to be maintained even in particularly noise-sensitive areas where the track superstructure is to be installed.

[0037] Preferably, the paved roadway is designed to be directly drivable. This ensures that, for example, emergency services can easily access the roadway in the event of an accident. The paved roadway can, for instance, be designed as a full-width roadway. This means that crossing it in urban areas and / or at level crossings poses no problems.

[0038] Preferably, the slab pavement is directly integrated into the road superstructure. In other words, a road superstructure material can be applied to the first surface of the slab pavement. This road superstructure material could, for example, be asphalt used in road construction. Thus, the slab pavement or superstructure can also be used for tramways, which are integrated directly into the road superstructure. The tracks or rails can nevertheless be supported by the slab pavement, while a road superstructure can be provided between the tracks. This allows the slab pavement with polymer material to be used even in inner-city traffic routes.

[0039] Preferably, the rails are in direct contact with the track bed. In other words, the rails or tracks can be fixed directly to the track bed. Therefore, an intermediate layer made of, for example, rubber or similar material is unnecessary. The direct contact between the rail and the track bed is achieved through the properties of the polymer material. In particular, the polymer material is sufficiently electrically insulating, so decoupling between the rail and the track bed is not required. This direct contact between the rail and the track bed further improves the rail's stability. Furthermore, installation is simplified, as the insertion of intermediate layers is no longer necessary. Finally, the track superstructure becomes more cost-effective because no intermediate layer is required.

[0040] Preferably, the track superstructure further comprises an asphalt base course and / or a hydraulically bound base course, wherein the track is arranged on the asphalt base course or the hydraulically bound base course. The asphalt base course and / or the hydraulically bound base course can form a substructure for the track. The asphalt base course can also be referred to as bituminous gravel. The asphalt base course can have a load-bearing function. The asphalt base course can be arranged directly on a subgrade. The asphalt base course can provide the track with a uniform, stable foundation. The asphalt base course can bear traffic loads and distribute them evenly across a subgrade to prevent localized subsidence of the subgrade beneath the track. The hydraulically bound base course has the same functions and properties as the asphalt base course.The hydraulically bound base course contains binders that achieve high strength through crystallization or organic materials (for example, synthetic resin emulsions or two-component reactive resins) that harden through polymerization. Binders based on renewable resources such as starch or sugar can also be used. The track superstructure can, starting from the first surface of the fixed roadway to which the rails are fixed or can be fixed, comprise the following elements in sequence: first, the fixed roadway; second, the asphalt base course or a hydraulically bound base course; and third, the subgrade. A subgrade may be constructed beneath the asphalt base course or the hydraulically bound base course. A subgrade can generally be described as a technically prepared surface with defined properties. These defined properties include flatness, gradient, and / or conformity to the profile.

[0041] Preferably, the ratio of the extent of the pavement to the extent of the asphalt base course and / or the hydraulically bound base course in a direction extending from the first surface to the second surface is in the range of 1.0 to 1.5, preferably in the range of 1.0 to 1.33. In other words, the asphalt base course or the hydraulically bound base course is thicker than the pavement in a vertical direction (i.e., in a direction extending from the first surface to the second surface of the pavement). This direction is also referred to herein as the second direction. The vertical direction can also be referred to as the gravity direction. This ensures that a pavement comprising polymer material can be adequately supported by the base course.The second range, from 1.0 to 1.33, has shown the least track movement, particularly when used on high-speed rail lines. This allows for a particularly durable track superstructure in this range. Furthermore, by minimizing track movement, maintenance is rarely required, resulting in cost savings. Preferably, the track superstructure is designed to achieve a compressive strength comparable to that of a cylinder after 28 days, at least 50 Newtons per square millimeter, with a Young's modulus of 5,000 to 10,000 N / mm². 2 and / or the flexural strength must be at least 0.8 N / mm² 2The cylinder compressive strength describes a material's resistance to compressive forces. Compressive strength can be expressed as the ratio of the breaking load to the cross-sectional area A of a test specimen. Due to its compressive strength, the track superstructure can maintain favorable deformation properties even under frequent temperature fluctuations and continuous stress. This allows for a robust track superstructure. The modulus of elasticity (E-modulus) indicates the linear-elastic behavior of the track superstructure. Within this range, the advantage is that the track superstructure is just elastic enough to withstand alternating loads without sustaining damage, while still ensuring good positional stability. Flexural strength can be an indicator of impact resistance and deformability under high stress.The flexural strength can be varied, for example, by adding steel fibers, glass fibers and / or plastic fibers. A flexural strength of at least 0.8 N / mm is required. 2 It has been shown that optimal efficiency for a railway superstructure can be achieved in order to guarantee its durability while not being over-dimensioned.

[0042] Preferably, the track superstructure includes a ballast layer at least on the flanks of the track bed. In other words, the track superstructure can include a ballast layer in addition to the track bed. This can be used, for example, to protect the flanks of the track bed (i.e., the third and fourth surfaces of the track bed) from frost or other environmental influences. Furthermore, this allows the track superstructure to be easily implemented adjacent to conventional track superstructures.

[0043] According to a further aspect of the present invention, a track superstructure system is provided, comprising a track superstructure according to one of the preceding embodiments or a slab track according to one of the embodiments above. The track superstructure system can further include a frost protection layer. The slab track can be arranged such that the second surface of the slab track faces the frost protection layer. In other words, a track superstructure system can be provided in which the slab track is arranged directly or indirectly on a frost protection layer. If the slab track is arranged directly on the frost protection layer, a base course (asphalt base course or hydraulically bound base course) can be omitted. This is possible due to the polymer material from which the slab track is formed. Therefore, it is not absolutely necessary to provide an additional base course.The thickness of the frost protection layer (i.e., in the vertical or gravity direction) can be in a ratio of 1:1.33 to the thickness of the slab track (but at least 0.4 m). The EV2 value can be at least 60 MN / ML. If an asphalt base course or a hydraulically bound base course is used, the track superstructure system can comprise three layers (slab track, base course, and frost protection layer). The frost protection layer can be an unbound base course. Its purpose is to prevent frost damage. A low fines content in the frost protection layer allows for good water permeability to prevent water accumulation. Furthermore, the frost protection layer can be designed to prevent moisture or water from rising into it from the subsoil.This prevents water from penetrating an overlying load-bearing layer or directly beneath the pavement. If such water freezes, it can cause frost damage. The frost protection layer prevents this. However, a frost protection layer is only necessary if there is a risk of water ingress. If the pavement is installed directly on structures such as bridges or in tunnels, it can be mounted directly onto the structure or the subgrade. Therefore, a frost protection layer is not always required.

[0044] Preferably, the track superstructure system further comprises a subgrade layer arranged directly on the frost protection layer. The subgrade layer is a layer produced by technical means and has a predetermined slope, orientation, and alignment. The subgrade layer can be arranged either on top of or below the frost protection layer. This allows the position of the fixed track to be precisely adjusted.

[0045] Preferably, the ratio of the thickness of the slab track to the thickness of the frost protection layer is in the range of 1 to 1.5, more preferably in the range of 1.3 to 1.4. The range of 1 to 1.5 has proven particularly advantageous, as it ensures reliable drainage of water from the track superstructure even during heavy rainfall. The ratio of 1.3 to 1.4 has proven advantageous when using the track superstructure system on high-speed lines. In this case, the frost protection layer has a lower thickness relative to the thickness of the slab track, which helps to prevent lateral movement, especially in curves.

[0046] Preferably, the track superstructure system is designed such that the EV2 normal value of the frost protection layer is at least 60 MN / m². 2The EV2 value, which can be determined in the static plate load test, indicates the deformability of a soil. The EV2 value can be determined according to DIN 18134. This allows the compaction of the railway track system to be determined. An EV2 value of at least 60 MN / m² is required. 2 It has been shown that a particularly durable track superstructure system can be provided.

[0047] According to a further aspect of the present invention, a method for producing a solid roadway according to one of the above embodiments is provided. The method comprises providing polymer material and shaping the polymer material so that the solid roadway is formed according to one of the above claims. Preferably, the shaping includes hot pressing the polymer material. The solid roadway can be formed by hot pressing. Preferably, the solid roadway can be formed in sections of approximately 6.50 meters in the main extension direction of the solid roadway. This allows the solid roadway to be hot-pressed with reasonable effort. Depending on the application, other dimensions are also possible.

[0048] Preferably, the solid roadway is produced using fluidized bed technology. Fluidized bed technology refers to a process in which a bed of solid particles (for example, polymer material) is brought into a fluidized state by an upward flow of a fluid. This allows the polymer material to be liquefied in a simple manner in order to form the solid roadway.

[0049] Preferably, the method for producing a solid roadway (1) according to any one of claims 28 to 30, in particular by granulation in a jet layer, and hot pressing, wherein the solid roadway (1) consists of at least one first material fraction and at least one polymer material, and the forming step comprises the following steps: a) generating a fluidized particle layer consisting of the at least first material fraction and a fluid stream, b) injecting a solution of at least one solvent and the at least one polymer material or a melt of the at least one polymer material into the layer or a suspension of the at least one polymer material in a liquid, c) granulating the at least first material fraction in combination with the at least one polymer material to form granules, and d) pressing the granules with the application of heat.wherein the granules are heated in a temperature range above a glass transition temperature and below a decomposition temperature of the at least one polymer.

[0050] According to one embodiment of the present invention, an innovative railway superstructure is provided by supplying a solid track comprising polymer material. The track superstructure comprises an asphalt base course (ATC), or, depending on the soil conditions, a hydraulically bound base course (CBC), or, depending on the soil conditions, a combination of ATC and CBC. Furthermore, the solid track can also be installed directly onto an earthwork. Depending on the subsoil conditions, or on bridges and in tunnels, the solid track made of recycled polymer material can be mounted directly onto the respective structural element or into the subsoil. The thickness of the CBC is produced in a ratio of 1:1 to 1:1.5 (at least a thickness of 0.3 m) compared to the thickness of the solid track. The compressive strength, comparable to the cylinder compressive strength after 28 days, is at least 50 Newtons per square millimeter, and the modulus of elasticity is 5,000 to 10,000 N / mm². 2and / or the flexural strength must be at least 0.8 N / mm² 2 The thickness of a frost protection layer can be achieved in a ratio of 1 to 1.333 (minimum thickness 0.4 m). The EV2 value is at least 60 MN / m². 2If an asphalt base course is used, unevenness within a 4 m long measuring section must not exceed ±2 mm. The fixed track consists of a material mixture of various polymers and aggregates, as well as reinforcing aggregates / fillers such as steel, glass, inorganic, or natural fibers, or rods such as steel or glass fiber rods. Polymers from recycled mixtures (elastomers), polypropylene (LDPE, HDPE), and polyethylene are used. Additives include, for example, adhesion promoters, UV absorbers, flame retardants, antioxidants, and antistatic agents (e.g., alkyd resins). The fixed track modules are installed in various sizes (primarily lengths in the main direction of travel), depending on the application (straight, curved, switchable, etc.), with the track gauge typically being 1436 mm (nominal). A clearance of 250 mm is provided on both sides of the railhead in the longitudinal direction.The cross slope of the fixed track surface (i.e., the first surface) is at least 0.5%. In tramway superstructures, the fixed track made of recycled polymers can be directly integrated into the road superstructure. The fixed track is connected to the ATS (Automated Traction System), HGT (High-Performance Track), component, or subgrade in a shear-resistant manner to ensure longitudinal and lateral displacement resistance. More precisely, the fixed track incorporates a shear-resistant connection to the underlying layer. Furthermore, the polymer fixed track sections are connected to each other in a shear-resistant manner. This can be achieved by constructing the individual sections of the fixed track with a tongue-and-groove system. Overall, this results in a longitudinal displacement resistance of at least 14 kN / m of track and a lateral displacement resistance of at least 25 kN / m of track. Depending on the application, the fixed track may be covered with ballast at its edges.To prevent frost from penetrating the substructure laterally and to protect the solid track system from weathering, erosion, and direct UV radiation, the lateral ballast cover must be at least 0.2 m thick. Rail fastening is achieved either by support bearings with a maximum support spacing of 0.65 m (e.g., rail fastening system 300) or by continuous bearings, depending on the application. Elastic intermediate layers can be significantly reduced or, depending on the application, completely eliminated. Horizontal and vertical adjustability is ensured. The possible height adjustment is +26 / -4 mm. The invention ensures significantly more resource-efficient railway infrastructure construction, which incorporates the principles of a circular economy.

[0051] Features and embodiments can be combined to form new embodiments. Advantages and enhancements of the features and embodiments also apply analogously to the new embodiments. Advantages and further developments mentioned in connection with the device also apply analogously to the method, and vice versa.

[0052] The present invention is described in detail below with reference to embodiments and the accompanying drawings: Fig. Figure 1 shows a schematic view of a cross-section of a railway superstructure system according to an embodiment of the present invention. Fig. Figure 2 shows a schematic view of a cross-section of a railway superstructure system according to an embodiment of the present invention. Fig. Figure 3 schematically shows a view of a cross-section of a fixed roadway not according to the invention.

[0053] Fig. Figure 1 schematically shows a track superstructure system 100 according to an embodiment of the present invention. The track superstructure system 100 comprises a fixed roadway 1 formed from a polymer material. The fixed roadway 1 has a first surface 2 and an opposing second surface 3. The first surface 2 is designed to have means 4 for fixing rails 5 to the first surface 2. In the present embodiment, the rails 5 are fixed by means of support point bearings (in this example with a system 300). Furthermore, the fixed roadway 1 has shaped sections 6 against which the rail or fastening means for the rail can bear. In the Fig. In the embodiment shown in Figure 1, the solid roadway is arranged directly on a substrate or on a frost protection layer 12.

[0054] Fig. Figure 2 shows a track superstructure system 100 according to a further embodiment of the present invention. The fixed track 1 of the present embodiment, which is not according to the invention, essentially corresponds to the fixed track of the previous embodiment, with the difference that the receiving sections (the means 4), which are provided on the first surface 2 of the fixed track 1, are designed as two parallel recesses. A rail 5 is arranged in each of the receiving sections. The receiving sections are then filled with an elastic grout 7. This provides continuous support for the rails 5. An asphalt base course 11 is provided below the fixed track 1. The asphalt base course 11, together with the fixed track, forms a track superstructure 10. However, in a further embodiment not shown, the asphalt base course 11 can be replaced by a hydraulically bound layer.In another embodiment not shown, the asphalt base course can be combined with a hydraulically bound base course. The one in . Fig. The track superstructure 10 shown in Figure 2 can also be arranged on a frost protection layer 12. This can form the track superstructure system 100. However, the slab track 1 can also be arranged directly on a structure (e.g., bridge, tunnel, etc.). In other words, in this case, neither an asphalt base course, nor a frost protection layer, nor a hydraulically bound layer is required.

[0055] The principal direction of extension, H, extends into the image plane. In the figure shown, the first direction, R1, extends from the left side to the right side of the image. The second direction, R2, extends from the bottom to the top of the image. The second direction can also be called the vertical direction or the center of gravity direction.

[0056] Fig. Figure 3 shows a schematic view of a cross-section of a fixed roadway not according to the invention. The fixed roadway of the present embodiment essentially corresponds to the one in Fig.The fixed track 1 shown in Figure 2 differs from the other embodiment, with the difference that the rails 5 are now designed as grooved rails. Such grooved rails are possibly used in tramways. Furthermore, the fixed track 1 of the present embodiments is directly integrated into the road superstructure of a traffic route. In other words, the first surface 2 of the fixed track corresponds to the road surface in which the fixed track 1 is integrated. The fixed track can be provided on an ordinary road substructure 15. Reference symbol list: 1 fixed roadway 2 first surface 3 second surface 4 Medium 5 rail Section 6 7 elastic potting compound 10 Rail superstructure 11 Asphalt base course 12 Frost protection layer 14 Road superstructure 15 Road substructure 100 rail superstructure systems H Main direction of extension R1 first direction R2 second direction

Claims

[1] Slab track (1) for forming a track superstructure (10), wherein the fixed roadway (1) extends in a main direction of extension (H), wherein the fixed roadway (1) has a first surface (2) and a second surface (3) opposite the first surface (2), wherein the fixed track (1) has means to fix at least one rail (5) to the first surface (2), wherein the solid roadway (1) is formed from a polymer material, wherein the solid roadway (1) is designed without concrete and asphalt, wherein the polymer material comprises high-density polyethylene (PE-HD) or polypropylene (PP), wherein the solid roadway (1) comprises natural fibers and / or inorganic fibers as reinforcing fibers or rods such as steel rods or glass fiber rods, wherein the polymer material comprises adhesion promoters and / or UV absorbers and / or flame retardants and / or antioxidants, wherein the means (4) comprise receiving sections, wherein the fixed track on the first surface (2) has at least two receiving sections for receiving two rails (5) extending in the main direction, wherein the receiving sections are each designed to support the rail (5) at specific points and each have a shaped section (6) for receiving an angle guide plate or a clamping device, wherein the fixed track (1) has at least one retaining element on the second surface (3) for fixing the fixed track (1) to a substrate, wherein the second surface (3) faces the substrate, wherein at least one retaining element is designed to secure the fixed roadway (1) against displacement in a plane in two orthogonal directions, wherein the holding element is designed as a feed mandrel, and wherein the feed mandrel is a hook-like projection that extends from the second surface (3) of the fixed track (1). [2] Solid roadway (1) according to claim 1, wherein the polymer material comprises recycled material. [3] Solid roadway (1) according to one of the preceding claims, further comprising steel fibers and / or glass fibers as reinforcing fibers. [4] Solid roadway (1) according to one of the preceding claims, wherein the polymer material comprises elastomer. [5] Fixed roadway (1) according to one of the preceding claims, further comprising a connecting section, such that at least one further fixed roadway can be connected to the fixed roadway in the main extension direction (H). [6] Track superstructure (10) for forming a track superstructure system (100) comprising a fixed roadway (1) according to one of the preceding claims, wherein two rails (5) are each fixed to the first surface (2) of the fixed roadway (1) such that the rails (5) extend in the main extension direction (H). [7] Rail superstructure (10) according to claim 6, wherein the rails are in direct contact with the fixed roadway (1). [8] Railway superstructure (10) according to claim 6 or 7, further comprising a ballast bed at least on the flanks of the fixed track (1). [9] Railway superstructure system comprising (100): a track superstructure (10) according to one of claims 6 to 8 or a fixed track (1) according to one of claims 1 to 5, a frost protection layer (12), wherein the fixed roadway (1) is arranged such that the second surface (3) of the fixed roadway (1) faces the frost protection layer (12).

Images