Method for the rehabilitation and / or stabilisation of a railway track bed and compacted soil body

Abstract

The present invention relates to a method for the rehabilitation and / or stabilization of a track bed, wherein railway rails are attached to sleepers and the sleepers are arranged in or on the track bed and stones, ballast or the like are located in the track bed, wherein the rehabilitation and / or stabilization takes place in the track bed itself without detaching the sleepers or rails and / or without removing the sleepers from the track bed, wherein the sleepers have a central section and two end sections, and the central section is located between the two end sections, wherein in the area of ​​the central section and / or one or both end sections of the sleeper a material, preferably an injection resin, is injected laterally into the track bed at the sleeper using a packer, filling nozzle or the like.wherein the material solidifies or hardens after application and wherein, during injection, the material enters the track bed below the sleeper and wets the track bed material, namely stones, ballast or the like, and fills gaps and / or cavities in the track bed, and after solidification of the material, preferably injection resin, the area of ​​the track bed that is wetted by the injection material, or whose gaps and / or cavities are filled, forms a compact body on which the sleeper rests.

Description

[0001] The invention relates to a method for the rehabilitation or stabilization of a track bed. The track bed is part of a track structure or railway embankment, and sleepers are regularly arranged parallel to each other at predetermined intervals on the track bed. These sleepers rest on the track bed. These sleepers are typically made of wood, metal, or, for some decades now, also of concrete, specifically steel-reinforced concrete or prestressed concrete. For example, concrete sleepers of type B70 are very common. The main advantage of the concrete sleeper lies in its high flexibility, both for new construction and for the upgrading of existing tracks. In long-distance or local transport, on main or secondary lines, whether for freight or passenger traffic, such a concrete sleeper offers a quick and reliable solution for every application, and the installation or placement of the concrete sleeper on the track bed ensures rapid processing.

[0002] The advantage of such a concrete sleeper lies in the fact that it is a standardized component, meaning its dimensions and properties ultimately apply to virtually all concrete sleepers, making it a preferred component / tool ​​for standardized operation and maintenance procedures in railway operations. With such uniform or standardized concrete sleepers, sleeper installation can also be carried out mechanically or fully mechanically on the construction site.

[0003] Such concrete sleepers also have steel or iron reinforcement and are manufactured in large quantities as prestressed concrete components.

[0004] Besides concrete sleepers, there are also wooden sleepers and steel sleepers.

[0005] These sleepers are all characterized by being elongated components and typically have a width of 20 to 30.5 cm, a height of 12.5 to 16 cm, and a length (for standard gauge) usually of 2.4 to 2.7 m, e.g., 2.6 m. The width, height, and length always depend on the track gauge.

[0006] There are also plastic sleepers, glass fiber reinforced plastic sleepers, long glass fiber reinforced polyurethane sleepers, stone sleepers and other minerals and construction types.

[0007] The sleepers currently form the upper section of the track bed, consisting of superstructure, planning, protective layer, earthworks, substructure and subgrade, and the parallel railway tracks are laid on the sleepers perpendicular to the longitudinal direction of the sleepers (as mentioned, the track spacing depends on the railway standard (track gauge) on site).

[0008] The superstructure or track bed of a railway line consists of the track bed and the tracks lying on it, while the substructure forms the solid base for the superstructure, in which the difference in the height of the terrain is compensated for by means of embankments, cuttings or engineering structures such as bridges or tunnels.

[0009] The superstructure and in particular the track bed serves to absorb and distribute the forces caused by mass, acceleration, sinusoidal motion, speed of the rail vehicles, as well as thermal stress from weather.

[0010] Thus, the superstructure includes elements such as rails, the sleepers on which the rails are fastened, and the track bed consisting of ballast or stones or solid base layers of a solid roadway.

[0011] The track bed serves as the base for the track and distributes forces to the substructure. The track bed typically consists of ballast, the so-called ballasted track superstructure (ballast bed). This ballast bed is elastic and helps to distribute both static and dynamic loads evenly to the substructure. This also ensures relatively good noise insulation and the absorption of vibrations caused by the sinusoidal motion of passing trains. However, elasticity and stability can only be guaranteed if the substructure is load-bearing and the ballast is clean and permeable to water. Both of these factors require a certain amount of regular maintenance. Furthermore, the ballasted track superstructure offers the advantages of good adjustability and easy adaptation to changes. This allows the ballast bed to be maintained with simple means.Furthermore, in temperate zones, the ballast bed effectively drains the usual amount of precipitation into the ground. A disadvantage during high-speed trains is that ballast can be blown out of the track bed by the airflow from the moving train (ballast flying), posing a danger to nearby people and animals as well as to the equipment.

[0012] Depending on the intensity of use of a railway line, the speeds and frequency of train travel, as well as weather conditions and other factors (e.g., the number and weight of locomotives / wagons), damage to the track bed occurs repeatedly. This means that the initial resting position of the sleepers on the track bed after the track and rails have been laid is, after a certain period, partially lost. Such damage can be caused by the removal or displacement of ballast from the track bed, as well as by the crushing of ballast, erosion, etc.

[0013] Whenever such damage is present in the track bed or ballast bed, when a train passes over the track, the sleeper will no longer be in its rest position, but will more or less strongly oscillate, i.e., vertically and / or horizontally lift and lower ("pumping") during the crossing, thus resulting in an unstable track bed.

[0014] This is undesirable for many reasons and also leads to the affected railway line being restricted, if not closed, then at least to train traffic being limited, for example, to lower speeds and reduced train frequencies. Such disruptions to rail traffic are also undesirable, cost a lot of time (and money), disrupt the entire rail network, and significantly affect the punctuality of train services.

[0015] If the track bed needs to be repaired or stabilized, this is usually done by first closing the affected section of track. Then, at the repair sites, either the sleepers and track are lifted to replace the ballast, thus creating a new, level base for the sleepers. It is also known that, instead of lifting or temporarily removing the sleepers and rails, ballast is manually or mechanically "vibrated" or tamped into the existing track bed. However, this is extremely laborious, noisy, and time-consuming, and often does not produce satisfactory results.

[0016] When so-called tamping units or tamping machines are used, it is possible to both introduce new ballast into the track bed and realign the existing ballast to achieve the desired sleeper and track alignment. However, as mentioned, the use of such tamping units requires the closure of the affected track section. The use of such tamping units is extremely expensive. Furthermore, these tamping units are very large machines and therefore cannot be used in every track infrastructure.

[0017] The state of the art for track bed rehabilitation is generally referred to as DE 43 01 182, DE 101 64 821, DE 20 2006 019 143, DE 20 2013 005 103, EP 0 712 961, EP 3 596 270.

[0018] This state of the art shows in particular that track bed rehabilitation can be carried out using special machines, whereby the rehabilitation then requires the closure of the line to general train traffic because the railway is occupied or occupied by a special machine for track rehabilitation.

[0019] Based on the aforementioned problems and difficulties, the invention aims to simplify track bed rehabilitation or stabilization, to enable rehabilitation or stabilization even under the quasi-travelable track, and to carry out the entire track bed rehabilitation or stabilization with less effort and overall lower costs, and faster depending on the damage case.

[0020] To solve the stated problem, the invention proposes a method for the rehabilitation and / or stabilization of a track bed with the features according to claim 1. Advantageous further developments are described in the dependent claims.

[0021] Furthermore, according to the invention, the provision of a compact body with the features according to claim 8 is proposed; further developments of the body according to the invention are described in the dependent claims.

[0022] The invention can be summarized as follows: A compact body is provided below the sleeper of a track bed, wherein railway rails are fastened to the sleepers of the track bed. This compact body serves as a support for the sleepers, and to manufacture the body, an injection resin is injected into the area of ​​the two end sections and / or the middle section below a sleeper by laying a filling nozzle, hose or the like in the area below the sleeper.

[0023] An alternative method proposes to carry out a procedure through the compact body below the sleeper in the track bed, in which at least one bore is first drilled into the sleeper, either in the area of ​​the end sections or in the middle section, through which an injection resin is then forced through the sleeper into the area of ​​the track bed below the sleeper.

[0024] An alternative method can be summarized as follows: First, a hole is drilled through the sleeper at one of its ends, i.e., at least one of the two end sections of a sleeper, using a drill bit. This hole, for example, has a diameter of 12 to 20 mm, preferably 16 mm. This hole penetrates the sleeper completely, and the drill bit can be used to drill further into the track bed if desired.

[0025] After drilling the hole and thus creating the opening in the sleeper, a so-called impact packer is inserted; that is, a filling tube is placed on top of or into the hole in the sleeper. If a sleeper has a hole at each of its two end sections and in the middle section, a packer is inserted into each hole. Preferably before or after this, the sleeper heads are exposed. Exposure means that ballast material is moved aside or pushed aside to the left, right, or outermost end of the sleeper so that the area where the underside of the sleeper rests on the track bed (ballast) is visible.

[0026] Following these preparations, packers inject an injection material to secure and stabilize the sleeper's base. Once the work is complete, the packers are removed, and the holes in the sleepers are sealed with a two-component (2K) mortar. Alternatively, other sealing materials are possible, such as a plastic material, an adhesive, or a plug with a seal to prevent water, snow, dust, or similar substances from entering the hole. This eliminates the weakening of the sleeper caused by the drilling, preventing water, dirt, or similar substances from accumulating in the hole.

[0027] The aforementioned work to stabilize the track bed takes place, as mentioned, "under the rolling wheel", meaning that the track can be quickly vacated during the renovation work, i.e., within a few seconds, and trains can travel (without restriction) over the rails, and once the train has passed, the renovation work on the track bed can continue.

[0028] When the injection material is forced through the holes in the sleepers into the subsoil, it still has a sufficiently low viscosity, and since it is usually a two-component material, it hardens after a certain time, e.g., a 40-60 second resting phase, and thus the part of the track bed that is wetted with the injection material or whose cavities are filled with injection material forms a compact body on which the sleeper (with the connected rail) now lies securely and stably.

[0029] If previously the track or the sleepers "pumped" when a train passed over them, meaning that when the track section was traversed, the sleeper and the rails constantly moved up and down or sideways, depending on the force currently acting on the respective track section, this undesirable dynamic of the sleeper and rail is ended by the refurbishment.

[0030] The injection material used in the inventive method is a conventional injection resin for sealing and solidifying building ground and building structures.

[0031] The injection material is essentially a low-viscosity polyurethane-based thermoset resin that is easy to inject, has a variably adjustable reactivity, is water-repellent, has high compressive and tensile strength after curing, and is also permanently waterproof.

[0032] Furthermore, this material is also approved for discharge or use in nature, thus complying with the regulations according to ISO 14025 and EN 15804+A2 (EPD certified). The mixing of the two components A and B of the injection material takes place during processing in a mixing head of an injection pump. The processing time of the mixed resin also depends on the ambient temperature; the processing time can be extended or shortened by cooling / heating the resin components and the resin mixture.

[0033] The reaction time of the material can be shortened or lengthened by mixing the components, additives, and other admixtures (depending on the desired outcome). For example, the reaction of the material can also be accelerated with a catalyst.

[0034] The density of the injection material is in the range of approximately 1 to 1.5 kg / dm³ (DIN EN ISO 2811-1), preferably in the range of 1.13 kg / dm³, wherein component A has a density of 1.03 kg / dm³ and component B has a density of 1.23 kg / dm³.

[0035] The viscosity is in the range of approximately 200–500 mPa·s (DIN EN ISO 3219), preferably in the range of approximately 300 mPa·s (millipascal-seconds). The processing time is in the range of approximately 30 to 120 seconds, preferably approximately 60 seconds (ASTM D7 / 487), and the processing conditions are in a temperature range of 2 to 50 °C, preferably 5 to 40 °C (component-substrate temperature).

[0036] The compressive strength of the cured material is approximately 40 to 60 N / mm²< to preferably approximately 50 N / mm²< (DIN EN ISO 604) and the flexural strength is in the range of approximately 15 to 50 N / mm²<, preferably approximately 25 N / mm²< (ISO 178 / 2 % deformation).

[0037] The aforementioned values ​​are essentially laboratory values ​​and were determined at 21 °C + / - 2 °C and 50% relative humidity.

[0038] The method according to the invention can not only be used on normal railway track sections, but according to the invention preferably also in the area of ​​bridge crossings, level crossings, drives (switches), frogs and tongue areas, thereby leading to a significant stabilization of the subsoil.

[0039] A standard pneumatic piston pump can be used to mix and pump the injection material. This pump has access to the individual components, which are mixed together in the mixing head after being fed in. The mixture is then forced through the outlet (of the pump) into the packers, allowing the viscous material to pass through the opening in the sleeper and into the subsoil, i.e., the track bed or ballast bed.

[0040] As mentioned, a preferred material is the previously described material which meets the requirements of EPD-FEI-20220109-IBG1-EN; this is a polyurethane-based product of group 5 according to ISO 14025 and EN 15804. Materials with similar properties are suitable according to the invention.

[0041] The inventive method for the rehabilitation and / or stabilization of a track bed, wherein railway rails are attached to sleepers and the sleepers are arranged in or on the track bed, and stones, ballast or the like are located in the track bed, wherein the rehabilitation and / or stabilization takes place in the track bed itself without detaching the sleepers, the rails, and / or without removing the sleepers from the track bed, wherein the sleepers have a central section and two end sections, and the central section is located between the two end sections, is characterized in that in the area of ​​the central section and / or one or both end sections of the sleeper, a material, preferably an injection resin, is injected laterally into the track bed at the sleeper using a packer, filling nozzle or the like.wherein the material solidifies or hardens after application and wherein the previously liquid material, upon injection into the area below the sleeper, enters the track bed and there wets the track bed material, namely stones, ballast or the like, and fills gaps and / or cavities in the track bed, and after solidification of the material, preferably injection resin, the area of ​​the track bed that is wetted by the injection material, or whose gaps and / or cavities are filled, forms a compact body on which the sleeper rests.

[0042] The inventive method thus forms the stones, ballast, or similar material beneath the sleeper into a compact body, with the injection resin serving as a bonding agent. This prevents the stone or ballast material from being dislodged from the track bed when trains pass over the rails and experience the vibrations and oscillations generated by the movement of a train. Above all, it ensures the stable position of the sleepers and thus the track within the track bed, counteracting further settling. Ultimately, this allows the repaired or stabilized area of ​​the track bed, sleepers, and rails to be traversed at a higher speed than before.

[0043] Injection material for the rehabilitation of the track bed is known as such; in this application and in the claims, injection material is described in particular as being especially suitable for carrying out the rehabilitation or stabilization of the track bed.

[0044] Before injection, preferably gravel or stone material that lies up to the upper height of the sleeper is removed so that the lower edge of the sleeper is exposed, in order to then drill a hole into the area below the sleeper with a drilling tool, a filling nozzle is then inserted into this hole through which the injection resin is pumped under pressure into the area below the sleeper.

[0045] As soon as the injection resin emerges from the track bed at the underside of the sleepers, the injection process is complete. After it has hardened, the previously removed ballast or stone material is returned to the area between the sleepers and, if necessary, vibrated / compacted. Should the track need to be lifted, this is done with a standard tool, such as a rail or track lifter, so that the sleeper is raised to the desired level, e.g., 5 to 50 mm, preferably 5 to 30 mm. Only then is the injection resin injected into the area beneath the raised sleepers, which can also be filled or compacted with additional ballast or stone material before injection, if required.

[0046] The invention is explained in more detail below using an exemplary embodiment. Fig. 1 shows a view of the track bed with sleepers and rails. Fig. 2 shows a view of a packer. Fig. 3 shows a cross-section according to AA in Fig. 1 Figures 4-7 show views for the production of a compact body according to an embodiment of the invention.

[0047] Figure 1Figure 1 shows a view of the track bed 1. Parallel sleepers 2 lie on the track bed, and two parallel tracks 3a and 3b lie on the sleepers and are attached to them. The track bed stabilization process is shown in more detail using a sleeper 2 as an example. First, a through hole 4 is drilled in both end sections 5 and in the central section 6 of the sleeper 2. This is done, for example, using a drill bit. The hole has a predetermined diameter of, for example, 16 mm, and the bore penetrates the sleeper 2 completely, so that material 7, which is pumped into the hole from above, can exit at the bottom of the sleeper. Of course, instead of three bores as shown, there can also be only one bore at one of the end sections or in the central section, depending on the requirements of the track bed's rehabilitation. A through hole is drilled, for example...The holes are drilled into the sleeper at both ends and in the middle section. The hole has a predetermined diameter, e.g., 16 mm, and penetrates the sleeper, allowing material pumped into the sleeper from above to exit through the underside.

[0048] Depending on local conditions and requirements, borehole 4 can be drilled up to 100 cm or more into the track bed, for example using a drill bit that is also used to create the opening in the sleeper. This borehole has the advantage that the injected resin then travels through the opening in the sleeper along a predetermined path into the track bed and from there essentially radially out of the opening into the track bed, i.e., the ballast structure.

[0049] After the creation of hole 4, a packer 9 is used - see an external view in Figure 2-The packer 9 is pressed into hole 4, and this packer then acts as a stop (insertion support) for the pump outlet. The pump forces its material, i.e., the injection material, through the packer into the hole, allowing the material, due to its viscosity, to penetrate into the area below the sleeper and thus to a depth of, for example, 10 to 50 cm into the track bed. When the injection material oozes out of the track bed in the area of ​​the underside of the sleeper, which is clearly visible when the sleeper is cleared, the injection process is stopped. This indicates that no further injection material needs to be injected into the track bed at that point or is being absorbed by the track bed.

[0050] After the injection is completed, the packer is removed, disposed of, and the remaining hole is sealed with a material, e.g., a 2-component mortar, thus the threshold no longer has any weakening due to the hole.

[0051] Fig. 3 shows a cross-section according to the plane AA in Fig. 1 It is clearly visible that the sleeper 2 lies on the track bed 1 with the ballast bed 8. In the example shown, this is a prestressed concrete sleeper. A hole 4 is drilled through the center of this sleeper 2, running vertically from top to bottom. A packer 9 is placed over the opening of the hole on the upper side – see Fig. 2- inserted, which has sealing lips 14, so that material pumped into the hole 4 via the packer 9 cannot ooze upwards on the outside of the packer. The packer's filling side 13 accommodates a pipe or hose through which the injected material is pumped by a pump 10. The pump 10 has a mixing head (not shown) in which the components 11, 12 are supplied to the pump and mixed. The injection material pumped through the opening 4 of the sleeper 2 penetrates the track bed 1 below the sleeper 2 and spreads over a large area below and also somewhat to the side of the sleeper 2, so that after the injection material has hardened, a compact body 15 is formed, consisting of track ballast and hardened injection material.This body 15 is naturally much larger and heavier than a single ballast stone and lies in the track bed 1 as an adhesive ballast stone body 15. It therefore has a large surface area and cannot simply be pressed into the track bed 1. The sleeper 2 now rests on this body 15, so that when a train passes over it, the sleeper 2 has a firm and stable base and can no longer move vertically downwards or sideways.

[0052] When the injection material oozes out laterally from the underside of the sleeper 2, the staff recognizes that injecting further injection material is no longer useful, because it only spreads further in width but no longer penetrates into the depth of the track bed 1.

[0053] When packer 9 is removed from hole 4, hole 4 is sealed tightly with a (2-component) mortar or other material, thus preventing any potential future frost damage caused by water ingress into hole 4. Filling hole 4 also eliminates any potential weakening of the sill 2.

[0054] The injected material in the track bed not only coats the existing stones but also fills the spaces between the ballast stones. As it solidifies, it forms a compact, e.g., cylindrical, stone-adhesive body 15 upon which the sleeper rests. This relatively large and heavy body now moves—if at all—significantly less in the track bed than the individual ballast stones did previously, resulting in virtually no pumping or (almost) no movement / dynamics of the sleepers when the train passes over them.

[0055] Since the process for a single sleeper can be implemented very quickly, it is also understandable why the inventive method can take place virtually under live train traffic, because when a train approaches, the repair work is only interrupted very briefly and can be resumed immediately after the train has passed. Crucially, during the repair work itself, neither the rail nor the entire track bed, and thus the entire track, is obstructed by any objects (e.g., machinery), but can continue to be used without interruption.

[0056] Thus, the method according to the invention can be carried out without closing the entire railway line for a longer period of time, which has been mandatory in the prior art in every case if the rehabilitation is to be carried out using a tamping unit or similar.

[0057] If it is determined before the rehabilitation that the sleeper and rail unit needs to be raised to a specific level, this will be done before the track bed is rehabilitated. If this results in a gap between the track bed and the underside of the sleeper, ballast can be injected / tamped into this gap. After the prescribed rehabilitation using the injected material, the sleeper will then rest firmly on the track bed at the desired height, thus ensuring the desired new uniform height of the track.

[0058] The invention has already been successfully tested by the applicant under real track bed conditions, and it was found that for at least several months, i.e., 24 to 36 months, the entire sleeper-rail body, i.e., the entire track section, remains sufficiently firmly in place on the substrate, and long-term experience suggests that even after 24 to 36 months, no new refurbishment is necessary, but only many years later.

[0059] The rehabilitation or stabilization of the track bed is demonstrated according to the present application by means of filling with injection resin through the opening of a sleeper, so that the injection resin can penetrate into the track bed below the sleeper.

[0060] Alternatively, and thus according to the invention, it is also possible to fill the track bed with injection resin not via a bore in the sleeper - Figs. 1 to 3-, but rather directly by filling the ballast bed of the track at the lower edge of a sleeper. This is possible using filling supports, filling lances, or similar devices, through which the injection resin is then introduced directly into the ballast bed. In such a case, the injection resin is introduced into the track bed on at least one side of a sleeper. Such an (alternative) method for the rehabilitation and / or stabilization of the track bed does not require drilling into the sleepers, but has the same result: a compact body is created as a base for the sleeper. As already described, the railway rails are attached to sleepers, and the sleepers are arranged in or on the track bed. The track bed contains stones, ballast, or similar materials, and the rehabilitation and / or stabilization takes place within the track bed without separating the sleepers from the rails and / or without removing the sleepers from the track bed.wherein the sleepers have a middle section and an end section and the middle section is located between the two end sections, wherein in the area of ​​the first end section and / or the second end section and / or the middle section, material is injected laterally at the sleeper using a packer, filling supports or the like, preferably an injection resin which solidifies or hardens after assembly, wherein during injection the material enters the track bed in the area below the sleeper and wets the track bed material, namely stones, ballast or the like, and fills gaps and / or cavities in the track bed, and after the injection resin has solidified, the area of ​​the track bed that is wetted by the injection material, or whose gaps and / or cavities are filled, forms a compact body.where the threshold to the system is reached. The same injection material can be used as already described.

[0061] If necessary, the injection resin is introduced into the track bed below the sleeper at several points laterally, e.g. at the end section or middle section or also laterally at the end sections of the sleeper.

[0062] The compact body 15, consisting of the hardened or solidified injection material on the one hand and ballast material (i.e., ballast stones, etc.) on the other, lies below the sleeper 2 and has an approximately circular or oval cross-section, so that the body as a whole forms a cylindrical structure, e.g., a cylinder with a diameter of 20–40 cm. If, for example, the bore that is still being drilled into the ballast bed has a diameter of 5–120 cm, a correspondingly long and cylindrical (and heavy) body can be produced relatively reliably. This cylindrical body then forms the support for the sleeper and ensures sufficient stabilization of the sleeper in the track bed. Since the ballast stones protrude from the outside of this body, they also interlock or claw into the ballast bed, providing better stabilization of the body and thus of the entire track bed.

[0063] Below the track bed, or below the ballast bed consisting of ballast, stones, etc., a PSS layer (a mixture of crushed stone, sand, and gravel) may also be present. The resin injection into the track bed can also be carried out into this layer, but preferably the compact body 15 ends above the PSS layer.

[0064] The method according to the invention can also be applied to so-called ISO joints.

[0065] The present application describes how the injection resin is forced into the ballast bed by means of a pressure pump and thus gets under the track bed.

[0066] It is also possible to insert a filling lance into the ballast bed and then, during the pumping operation of the injection resin, slowly pull the lance upwards, ensuring that injection resin continuously enters the track bed through the opening of the sleeper. Ideally, the tip of the filling lance is inserted into the bore driven into the track bed, allowing it to be easily inserted and withdrawn during the pumping operation, i.e., the discharge of the injection resin. This allows the injection resin to extend radially from the filling lance into the track bed, ideally forming an approximately cylindrical body with a diameter of 20-40 cm, preferably 30 cm.

[0067] If a filling lance (or filling nozzle) is used to pump the injection resin into the track bed opening, the withdrawal of the lance can also be mechanically assisted, ensuring a very even withdrawal of the lance and thus a very even immersion of the injection resin in the track bed.

[0068] Figures 4 to 7 The explanations regarding the formation of the compact body below threshold 2 by the alternative embodiment, as previously described, are shown.

[0069] In Figure 4 It can be seen that first of all, in the area of ​​the end section 5 of the sleepers 2, below which injection resin is to be introduced into the track bed 1, i.e. in the area of ​​the stones / ballast 8 below the sleepers 2, the stones or ballast 8 present there are moved aside until the lower edge 16 of the sleeper is exposed.

[0070] The area to be injected with injection resin is then pretreated using a tool, e.g. a drill 19, which is used to drill into the ballast bed below the sleeper 2 from the side in order to provide good access for a filling nozzle.

[0071] Figure 5 This shows how the filling nozzle 18 was installed and how the injection resin is then injected into the area below the sleeper. Before injection, the two components of the injection resin are mixed using a mixer, so that the injection resin mixture then reaches the area of ​​the track bed below the sleeper.

[0072] Figure 6This view shows once again, clearly demonstrating that first the stones, the gravel 8, are moved from the area to be injected, then the preparation is carried out with the drilling tool 19 and then the injection of the resin.

[0073] Figure 7 shows the other utensils required for the resin supply, including the two components 11, 12 of the resin in their respective containers, the pump 10 and then the supply of the individual components via individual lines to the mixer 17 and the filling nozzle 18.

[0074] The resin that oozes out laterally below the threshold should then also be removed, e.g. after it has solidified by removing this solidified resin, for example with a hoe or with a suitable other pointed tool.

[0075] After the compact body 15 has formed below the sleeper 2 as shown, the stones, the ballast 8 are then moved back into the area between the sleepers 2.

[0076] All work is carried out under the track without closing the respective railway line.

[0077] Then, when a train approaches the respective repair site, the repair work will be briefly interrupted as shown.

[0078] Should the rail move below the intended dimension due to various influences, the rail and thus the sleeper are raised to the desired height by a rail lifter by a desired amount, e.g., 5 to 50 mm, preferably 5 to 30 mm, before the resin is injected. Only then is the injection material injected past the sleepers and below them, so that after the injection both the sleepers and the rails lie at the desired height with the desired alignment.

[0079] Furthermore, other preferred embodiments are described: Methods for the rehabilitation and / or stabilization of a track bed, wherein railway rails are attached to sleepers and the sleepers are arranged in or on the track bed and stones, ballast or the like are located in the track bed, wherein the rehabilitation and / or repair takes place in the track bed itself without detaching the sleepers, the rails, and / or without removing the sleepers from the track bed, wherein the sleepers have a central section and two end sections and the central section is located between the two end sections, wherein a continuous opening is produced through the sleeper in the area of ​​the first end section and / or the second end section and / or the central section, preferably the opening is produced by a bore, wherein a material, preferably an injection resin, is injected into the opening(s).which solidifies or hardens after application, wherein the injection resin, when injected through the opening in the sleeper, enters the area below the sleeper in the track bed and there wets the track bed material, namely stones, ballast or the like, and fills gaps and / or cavities in the track bed, and after the injection resin has solidified, the area of ​​the track bed that is wetted by the injection material, or whose gaps and / or cavities are filled, forms a compact body on which the sleeper rests.

[0080] A method for rehabilitating a track bed according to the previously described embodiment, characterized in that the injection material is preferably a two-component material consisting of components a and b, which is pumped into the opening of the sleeper by an injection pump, wherein the injection material has a viscosity in the range of approximately 200 to 500 mPa / s, preferably approximately 300 mPa / s (according to DIN EN ISO 3219). The processing time of the material is approximately 90 to 120 seconds, preferably approximately 60 seconds, at which the component and substrate temperature is in the range of 2 °C to 50 °C, preferably 5 °C to 40 °C, and after hardening has a compressive strength in the range of 25 to 75 N / mm² (according to DIN EN ISO 604) and a flexural strength of approximately 5 to 50 N / mm², preferably 25 N / mm² (according to DIN ISO 178 / 2 % deformation).

[0081] Method according to the previously described embodiment, characterized in that the injection of the injection resin is terminated when injection resin emerges from the track bed on the underside of the sleepers.

[0082] Method according to one of the preceding embodiments, characterized in that the injection material is pressed into the opening of the sleepers by means of a pump, wherein a filling nozzle is inserted into a packer which is removed from the top of the sleeper after completion of the injection process.

[0083] A method according to one of the preceding embodiments, characterized in that, during the manufacture of the sleeper, the tool with which the opening in the sleeper is produced is advanced a predetermined distance, e.g., approximately 5 to 100 cm, further into the track bed and also produces a track bed opening there which is aligned with the opening in the sleeper, so that the injection resin, which enters the track bed opening and spreads radially from there into the track bed, so that after solidification or hardening of the injection resin, a substantially cylindrical body, in any case a body with a substantially circular or oval cross-section, is formed, which consists of the injection resin and the ballast wetted or enclosed by the injection resin.

[0084] Method according to one of the preceding descriptions, characterized in that the track bed rehabilitation simultaneously allows train operation on the railway tracks, and thus the track section with the railway tracks remains in operation during the track bed rehabilitation.

[0085] Method according to one of the preceding descriptions, characterized in that, before or during the rehabilitation, gravel in the immediately adjacent area of ​​the sleeper to be rehabilitated is cleared in order to observe the escape of injection material / injection resin.

[0086] Method according to one of the preceding descriptions, characterized in that the sleeper is a prestressed concrete sleeper or a steel-reinforced concrete sleeper, wherein the opening of the sleeper is set in such a way as to avoid damaging the steel reinforcement or prestressing tendons.

[0087] Method according to one of the preceding descriptions, characterized in that during the rehabilitation a compact body forms in the track bed through the bonding of injection resin and ballast material, the weight of which is more than 20 kilos, preferably more than 50 kilos.

[0088] A compact body having essentially cylindrical dimensions, preferably a predetermined longitudinal extent and an approximately circular or oval cross-section, which is produced by the method according to one of the preceding claims and which lies below the threshold and forms a support for the threshold.

Claims

1. Method for the rehabilitation and / or stabilization of a track bed (1), wherein railway rails (3a, 3b) are fastened to sleepers (2) and the sleepers (2) are arranged in or on the track bed (1) and stones, ballast (8) or the like are located in the track bed (1), wherein the rehabilitation and / or stabilization takes place in the track bed (1) itself without detaching the sleepers (2), the rails (3a, 3b), and / or without removing the sleepers (2) from the track bed (1), wherein the sleepers (2) have a central section (6) and two end sections (5), and the central section (6) is located between the two end sections (5), wherein in the area of ​​the central section and / or one or both end sections of the sleeper a material, preferably an injection resin, is injected laterally into the track bed (1) at the sleeper using a packer (9), injection nozzle (18) or the like.wherein the material solidifies or hardens after application and wherein, during injection into the area below the sleeper (2), the material enters the track bed (1) and wets the track bed material, namely stones, ballast (8) or the like, and fills gaps and / or cavities in the track bed (1), and after solidification of the material, preferably injection resin, the area of ​​the track bed (1) that is wetted by the injection material, or whose gaps and / or cavities are filled, forms a compact body (15) on which the sleeper (2) rests.

2. Method for the rehabilitation of a track bed according to claim, characterized by the fact thatThe injection material is preferably a two-component material consisting of components a and b, which is pumped into the opening (4) of the threshold by an injection pump (10). The injection material has a viscosity in the range of approximately 200 to 500 mPa / s, preferably approximately 300 mPa / s (according to DIN EN ISO 3219). The material has a working time of approximately 90 to 120 seconds, preferably approximately 60 seconds, at which the component and substrate temperature is in the range of 2 °C to 50 °C, preferably 5 °C to 40 °C, and after curing has a compressive strength in the range of 25 to 75 N / mm². 2 (according to DIN EN ISO 604) and a flexural strength of approximately 5 to 50 N / mm² 2 , preferably 25 N / mm 2 (according to DIN ISO 178 / 2 % deformation).

3. Method according to claim 1, characterized by the fact that The injection of the injection resin is stopped when injection resin emerges from the track bed on the underside of the sleepers.

4. Method according to any one of the preceding claims, characterized by the fact that The track bed renovation allows train operations to continue on the railway tracks at the same time, thus ensuring that the track remains in operation during the track bed renovation.

5. Method according to any one of the preceding claims, characterized by the fact that Before or during the rehabilitation, gravel (8) in the immediately adjacent area of ​​the threshold (2) to be rehabilitated is cleared in order to observe the escape of injection material / injection resin.

6. Method according to any one of the preceding claims, characterized by the fact that the sill is a prestressed concrete sill or a steel-reinforced concrete sill, wherein the opening (4) of the sill is set in such a way as to avoid damaging the steel reinforcement or prestressing tendons.

7. Method according to any of the preceding claims, characterized by the fact thatDuring the refurbishment, a compact body (15) forms in the track bed through the bonding of injection resin and ballast material, the weight of which is more than 20 kilos, preferably more than 50 kilos.

8. A compact body, having essentially cylindrical dimensions, preferably a predetermined longitudinal extent and an approximately circular or oval cross-section, which lies below a railway sleeper in the track bed, forming a support for the railway sleeper, wherein at least one railway rail is attached to the railway sleeper, and the compact body is produced by means of a filling nozzle through which an injection resin is introduced directly into the ballast bed below the sleeper, wherein the sleeper has a central section and an end section on each side thereof, wherein in the area of ​​the first end section and / or the second end section and / or the central section, injection resin is injected laterally at the sleeper into the track bed, i.e., into the ballast below the sleeper, by means of a filling nozzle or the like, and the injected material, namely stones, is carried by the injection resin in the track bed.The gravel or similar material is wetted and the gaps and / or cavities in the track bed are filled, and after the injection resin has solidified, the area of ​​the track bed that is wetted by the injection material, or whose gaps and / or cavities are filled, forms the compact body on which the sleeper lies.

9. Compact body according to claim 8, characterized by the fact that The compact body forms a cylindrical structure and has a diameter of approximately 20-40 cm.

10. Track bed with a compact body according to one of the preceding claims, wherein the track bed consists of railway rails which are fastened on sleepers, the sleepers in turn lying in the track bed and the track bed in turn having stones, ballast or the like between and below the sleepers, and wherein the compact body forms a support for the sleepers which lie directly on the compact body.

11. Compact body according to any of the preceding claims, characterized by the fact that Before injecting the injection resin, stones, ballast, or the like are removed from the area of ​​the end sections and / or middle sections of the sleepers until the lower edge of the sleeper is exposed, so that a tool, e.g., a drill, is used to bore into the area below the sleeper, so that injection resin is then injected into the area below the sleeper by means of a hose or filling nozzle (18), preferably with a mixer upstream, so that the injection resin emerges from the hose or filling nozzle below the sleeper, and the injection resin that oozes out on the outside of the sleeper is optionally removed after hardening, and the previously removed stones / ballast (8) of the track bed are placed back into the area between the sleepers (2).

12. Compact body according to any of the preceding claims, characterized by the fact that The injection material is preferably a two-component material consisting of components A and B, which are pumped by an injection pump to a mixer and from there to a connected hose, the hose extending into the area below the threshold, wherein the injection material has a viscosity in the range of approximately 200–500 mPa / s, preferably approximately 300 mPa / s (according to DIN EN ISO 3219), wherein the processing time of the material is approximately 90–120 s, preferably 60 s, wherein the component or substrate temperature is in the range of 2 °C to 50 °C, preferably 5 °C to 40 °C, and after curing has a compressive strength in the range of 25–75 N / mm². 2 (DIN EN ISO 604) and a flexural strength of approximately 5 - 50 N / mm² 2 , preferably 25 N / mm 2 (according to DIN EN ISO 178 / 2 % deformation).

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