Ballastless track and method for producing this ballastless track

Abstract

A ballastless track (1) for forming a rail superstructure (10) is provided, wherein the ballastless track (1) extends in a main direction of extension (H), wherein the ballastless track (1) has a first surface (2) and a second surface (3) on the opposite side from the first surface (2), wherein the ballastless track (1) has means for securing at least one rail (5) to the first surface (2), wherein the ballastless track (1) is formed from a polymer material. A rail superstructure (10), a rail superstructure system (100) and a method for producing a ballastless track (1) are provided.

Description

[0001] SLABS TRACK AND METHOD FOR PRODUCING THIS SLABS TRACK

[0002] The present invention relates to a rigid track, a rail superstructure, a rail superstructure system and a method for producing a rigid track.

[0003] A slab track, also known as a ballastless track or ballastless superstructure, is a component of the rail superstructure used in railways, trams, and subways. In a slab track, the ballast and railway sleepers are primarily replaced by a slab track, a fixed element that can be referred to as the track section. Such fixed superstructures made of concrete or asphalt are known in the state of the art. A slab track offers the advantage of allowing higher train speeds. Furthermore, shifts in the superstructure, which can lead to track misalignments, are avoided.

[0004] However, the existing slab track systems require higher investments due to their complex production process. Furthermore, the use of concrete or asphalt during production results in significant CO2 emissions. Since the general trend toward increasing train speeds and reducing track maintenance requires a large portion of the rail network to be equipped with such slab track systems, such a conversion also poses an environmental impact.

[0005] Taking this into account, the present invention sets itself the object of providing a rigid track that can at least mitigate the aforementioned disadvantages. The above problem is solved by a rigid track having the features of claim 1, by a rail superstructure having the features of claim 23, by a rail superstructure system having the features of claim 29, and by a method for producing a rigid track having the features of claim 31.

[0006] According to one aspect of the present invention, a fixed track is provided for forming a rail superstructure. The fixed track may extend in a main direction of extension. The fixed track may have a first surface and a second surface opposite the first surface. The fixed track may have means for securing at least one rail to the first surface. The fixed track may be formed from a polymer material.

[0007] Compared to the known prior art, the rigid track can be made of a polymer material. This means that materials such as concrete or asphalt can be completely dispensed with. Preferably, materials such as concrete or asphalt can be at least largely dispensed with. In other words, the rigid track can not contain any concrete and / or asphalt. This can reduce the energy required and thus the CO2 emissions for constructing the rigid track. The rigid track can have the dimensions customary in the prior art. The main direction of extension can correspond to the direction of extension of the tracks or rails. The rigid track can have a cross-section that is essentially rectangular. The cross-section of the rigid track can also be referred to as a profile. The cross-section can have essentially constant dimensions along the main direction of extension.The rigid track can be used for a rail superstructure for regional trains, long-distance trains, express trains or freight trains as well as for local means of transport such as subways, commuter trains or trams. The first surface and the second surface can each be the two largest surfaces of the rigid track. The first surface and the second surface 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 one another. This can facilitate transport of the rigid track. The receiving section can be fixed to the first surface. The opposite second surface can face a subsurface. In other words, the at least one receiving section can be provided exclusively on the first surface.The slab track can be designed as a continuous longitudinal component or with joints between individual sections. The use of polymer material offers better damping properties when vehicles pass over it compared to conventional systems. Due to its better absorption of tensile forces, a slab track made of polymer material exhibits better tensile properties than a slab track made of concrete. Therefore, the substructure on which the slab track rests can be designed more simply.

[0008] Preferably, the rigid pavement is predominantly made of a polymer material. "Predominantly" can mean that at least 50% of the rigid pavement is made of polymer material. This ensures that the positive properties of the polymer material are also reflected to a sufficient extent in the rigid pavement. Furthermore, it eliminates the need for significant quantities of conventional materials (e.g., concrete and / or asphalt) from which rigid pavements are made.

[0009] Preferably, the polymer material is evenly distributed across a cross-section of the rigid roadway. In other words, the polymer material may not be present as a framework or reinforcement, but rather as homogeneously distributed material of the rigid roadway. Evenly distributed can be understood to mean that the polymer material is present, in particular evenly distributed, in all areas of the cross-section of the rigid roadway. There can therefore be no areas where no polymer material is present. When polymer material is mixed with other materials (such as mineral materials), there can be no area in the cross-section of the rigid roadway where only polymer material or only the other material is present. An example of the area can be a square with an edge length of one centimeter. The cross-section can extend orthogonally to the main direction of extension of the rigid roadway.In other words, the cross-section can extend orthogonally to the rail direction. Preferably, the material of the slab track can be homogeneously distributed. In other words, the material can be present in the same concentration in every area of ​​the slab track. Preferably, the slab track is designed to be free of material transfer. In other words, the slab track can be free of any material transfers. This can facilitate the production of the slab track and, in addition, allow for better utilization of the positive properties of the polymer material.

[0010] The polymer material preferably comprises plastic and / or synthetic resin. The polymer material preferably comprises recycled material. The polymer material preferably comprises predominantly recycled material. This can significantly reduce CO2 emissions. In other words, material that has already been produced can be returned to the material cycle without the need to produce new polymer material. The slab track can therefore be particularly environmentally friendly. In particular, the CO2 emissions required to create the slab track can be significantly reduced. The slab track can therefore be manufactured in a particularly environmentally friendly way. In particular, the CO2 footprint of the slab track can be reduced. Furthermore, materials from dismantled sections can remain in the cycle.

[0011] The rigid roadway preferably comprises reinforcing elements such as steel reinforcement fibers. The rigid roadway preferably comprises reinforcing fibers, in particular natural fibers, steel fibers, inorganic fibers, and / or glass fibers. The reinforcing fibers can be designed to increase the strength of the rigid roadway. Furthermore, the rigid roadway can be adapted to specific subsurface properties. Furthermore, the introduction of reinforcing fibers can bring about a direction-dependent elastic behavior of the rigid roadway. Furthermore, a multitude of other parameters of the rigid roadway can be adjusted using the reinforcing fibers. For example, a fiber coil, the fiber volume fraction, the layer sequence, and the like can be varied to influence properties of the rigid roadway. Consequently, the rigid roadway can be adapted to a multitude of different load requirements.

[0012] Preferably, the rigid track comprises reinforcement elements that extend along the main direction of extension. These can also be steel bars that extend within the rigid track. Preferably, the reinforcement elements can extend substantially orthogonally to a track attached to the rigid track. This can provide targeted stability for the rigid track when vehicles pass over it.

[0013] The polymer material preferably comprises elastomer, polypropylene and / or polyethylene. The elastomers can preferably be thermoplastic elastomers. The elastomers have particularly high elasticity, so that the solid track can exhibit a very high fatigue strength. Polypropylene (PP) has very good mechanical properties and good chemical resistance. This ensures the durability of the solid track even when exposed to aggressive substances and weathering. Low-density polyethylene (PE-LD) can preferably be used. This type of polyethylene is a thermoplastic made from the monomer ethylene. This type of plastic is widely used and can be found in many everyday objects. Therefore, a large quantity of objects made from this material require recycling.Due to the resource-efficient implementation of the circular economy through the provision of the slab track, a large source of usable plastics is available. Polyethylene is also available as high-density polyethylene (PE-HD). High-density polyethylene has few branched polymer chains, making it a highly adaptable plastic. This makes the slab track particularly easy to manufacture (e.g., molded). Furthermore, it is also a widely used plastic, making it available in large quantities for the circular economy. Polypropylene (PP) has very similar properties to polyethylene. Polypropylene is also a widely used plastic and can therefore be used in large quantities for the circular economy.

[0014] The polymer material preferably comprises additives, in particular adhesion promoters, UV absorbers, flame retardants, antioxidants and / or antistatic agents. It may also contain other materials such as mineral substances. This allows further properties of the solid track to be determined. Particularly when a large number of different plastics are mixed to form the polymer material, it may be necessary to add additives. Adhesion promoters, in particular, can ensure a strong bond between the materials used. UV absorbers can be used to slow down aging under UV light. This allows for very long service lives of the solid track. Flame retardants are particularly advantageous in fire-sensitive areas such as tunnels or the like.This allows the slab track to be installed even in sensitive areas. Antioxidants prevent the polymer material from reacting with other substances, further increasing its durability. Antistatic agents can ensure that the slab track does not become statically charged due to external factors, but rather that potential differences do not build up in the first place. Such a charge can be generated, for example, by vehicles driving over the slab track. Antistatic agents can prevent charging due to frictional electricity or similar phenomena. For example, antistatic agents can ensure that the slab track is not insulated from the ground.

[0015] The slab track preferably comprises mineral material. The mineral material can also be referred to as minerals. A mineral material can be an inorganic, non-metallic material made up of crystalline components. These can be natural minerals, such as natural stone, sand, or clay, or a molded mixture of sieved or ground minerals that achieves the desired strength through the crystallization of binding agents (anhydrite, burnt lime, clay minerals, cement). The slab track preferably comprises at least 40% polymers. The slab track preferably comprises at least 60% mineral material. Surprisingly, this has yielded the best deformation and vibration transmission values ​​in laboratory tests.

[0016] The fixed track preferably has at least two receiving sections on the first surface for receiving two rails running in the main extension direction. The receiving sections can be included in the means for securing at least one rail. The receiving sections can comprise a receptacle for fastening an angled guide plate. In this case, the rail can therefore be secured indirectly to the fixed track (e.g., and / or by clamping via the angled guide plate). Additionally or alternatively, the receiving sections can also be formed by a recess in the fixed track. Furthermore, the receiving sections can also be realized by other fastening options for a rail or track. For example, system 300 can be used here, in which the rail is held by a holding device.In this case, a receiving section can, in particular, be a shaped portion for advantageously securing certain parts of a separate fastening system to the rigid track. The receiving sections can be designed to hold fastening means for a rail in position. Furthermore, a receiving section can comprise bores in which fastening means for fastening a rail can be secured. Threaded sleeves can be provided in the bores, which can interact with separate fastening means. This allows conventional fastening means to be used even with the rigid track, which comprises a polymer material, without compromising the workflow (e.g., when constructing the superstructure).Preferably, a ratio of the total extension of the fixed track transverse to the main extension direction to a distance between the two receiving sections transverse to the main extension direction is in a range from 1.0 to 1.5, preferably in a range from 1.3 to 1.4. In other words, the ratio can form a length ratio between the total extension of the fixed track transverse to the main extension direction and the distance between the rails. In the range between 1.0 and 1.5, it was found that a fixed track with polymer material shows advantageous stability for passenger train traffic and freight traffic. Thus, the fixed track can also be used in mixed use without problems. The range from 1.3 to 1.4 has proven particularly advantageous for high-speed lines. It has been shown that the overhang (ieThe distance between the track and the end of the slab track perpendicular to the main direction of travel is sufficiently large to ensure stability even at high curve speeds (e.g., at a curve radius of 400 m). This allows slab track to be used on modern high-speed lines.

[0017] Preferably, the receiving sections are each designed to support a rail either selectively or continuously. A selective support of the rail can be provided, for example, when the rail is fixed in place at specific points by an angled guide plate, a clamping device or the like. Continuous support (e.g. infundo), on the other hand, can, for example, provide for the rail to be provided in a depression in the fixed track, wherein the space between the rail and the fixed track is filled with another material (e.g. cast). This is the case, for example, in a superstructure for a tram in which grooved rails are used. In this case, the rail can be supported continuously (i.e. continuously) by the casting material. This means that the fixed track with polymer material can be used in a particularly wide range of applications.Preferably, the receiving sections are each designed to continuously support the rail and each comprise an elastic grouting material. The rail or track can be elastically supported by the grouting material. This can result in a particularly vibration-damped superstructure system.

[0018] Preferably, the receiving sections are each designed to support the rail at specific points and each have a shaped section, in particular for receiving an angled guide plate. In other words, the fixed track can have a shape on its first surface that corresponds to the shape of an angled guide plate. This makes it possible to create an improved contact between the angled guide plate and the fixed track, so that the track or rail can always be held securely. Instead of the angled guide plate, other objects that are part of a rail fastening, such as system 300, can also be brought into contact with the shaped section. For this purpose, the shaped section can also have other designs that are suitable for securing a rail fastening to the first surface of the fixed track in such a way that a snug contact is achieved.Therefore, a stable and permanent connection between the fixed track and the track can be guaranteed.

[0019] 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 rigid trackway when supported at specific points. In particular, the maximum distance along the main direction of extension (i.e., along the track direction) ensures a stable trackway even at high speeds of a vehicle traveling on the track.

[0020] Preferably, the fixed track has at least one retaining element on the second surface for securing the fixed track to a subsurface. This allows the fixed track to prevent slipping relative to the subsurface. As a result, no or fewer position fixing means are required to hold the fixed track in its desired position. For example, the fixed track can be provided in individual sections, for example 6.50 m long in the main direction of extension, wherein each of these sections can have a retaining element. The retaining element can, for example, be an increased roughness that can prevent the fixed track from slipping on the subsurface. Furthermore, the retaining element can be a projection that can secure the fixed track to the subsurface in a form-fitting manner. The retaining element can comprise a projection that protrudes from the second surface of the fixed track.In other words, the at least one retaining element can ensure a positive connection between the fixed track and a substructure. According to one embodiment, a plurality of retaining elements are provided on the fixed track for securing the fixed track to the substructure. Thus, the fixed track can be secured at various positions on the substructure. As a result, the fixed track can be securely held even under high loads. Furthermore, embankment or other lateral fastening measures can be dispensed with. The retaining element is preferably designed so that the fixed track can be secured reversibly.

[0021] Preferably, the at least one retaining element is designed to secure the fixed track against displacement in one plane in two orthogonal directions. In other words, the retaining element can prevent displacement of the fixed track in two directions.

[0022] The holding element is preferably designed as a thrust mandrel. In other words, the holding element can come into positive contact with the ground to protect the fixed track from displacement. For example, it is conceivable that the fixed track is placed on the ground and then moved in a certain direction so that the thrust mandrel provided on the fixed track engages with a corresponding element in the ground to secure the fixed track. The thrust mandrel can, for example, be a hook-like projection that protrudes from the second surface of the fixed track. This allows each section of the fixed track to be individually fixed to the ground. This makes it possible to provide a passive holding system that is particularly easy to manufacture and yet ensures secure hold of the fixed track on a ground.

[0023] Preferably, the first surface and the second surface have a difference in inclination of at least 0.2%, preferably of at least 0.5%. In other words, an inclination of the first surface and the second surface can be different. In other words, a thickness of the solid roadway can be variable (i.e., not constant) in the second direction. Preferably, the inclination of the first surface is selected such that precipitation water can run off the solid roadway. For example, the second surface (i.e., the surface facing the subsurface) can have no inclination relative to the horizontal, whereas the first surface (which faces an upper side of the solid roadway) can have an inclination such that precipitation water can run off the solid roadway.This ensures that no water accumulates on the first surface of the rigid track, which could lead to undesirable ageing phenomena (e.g., growth of microorganisms, etc.). The rigid track can preferably have its greatest thickness in the second direction in the middle between the means for securing the rails. This allows water to drain away on both sides of the rigid track. The gradient difference of at least 0.5% offers the advantage that the rigid track can be inclined in curves of the rigid track, so that occupants of vehicles traveling on the rigid track experience less lateral acceleration. By providing a gradient difference on the rigid track, an incline of the rigid track can be provided without major structural changes to the subsurface.

[0024] The fixed track preferably further comprises a connecting section so that at least one further fixed track can be connected to the fixed track in the main direction of extension. The fixed track can be provided in individual, separate track sections. Each track section can have a length of up to 8 meters in the main direction of extension. Preferably, the extension of a section of the fixed track in the main direction of extension is approximately 6.50 meters. In a further embodiment, the extension of a section of the fixed track in the main direction of extension is approximately 0.62 meters. In the case of a curve, the extension of the fixed track can correspond to an extension along the center line of the fixed track. This offers the possibility of manufacturing the individual sections of the fixed track centrally and then easily transporting them to a construction site.Once the sections of the slab track are in place, they can be connected to one another by the connecting section. This eliminates the need to secure the sections of the slab track using separately provided elements or fixtures (such as fill or the like). Instead, the individual sections of the slab track can be connected to one another to form part of the superstructure that is firmly connected or connectable to one another. In a further embodiment, the individual sections of the slab track can be connected to an underlying layer in a way that prevents displacement. A joint between the individual sections can have a width of 0.03 meters in the track direction on straight tracks. This allows for simple assembly and / or a tolerance to be achieved.

[0025] The connecting section preferably has a tongue and groove system. The tongue and groove system can be a connection with which two sections of the fixed track can be positively connected to one another. 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 be a web, for example. Furthermore, a section of the fixed track can have a projection which can be inserted into a groove or recess of an adjacent section of the fixed track. This can form a connection between two sections of the fixed track. Furthermore, a plurality of fixed track sections can be connected to one another in order to form a superstructure or part of a superstructure of a superstructure system. This allows a superstructure with the fixed track to be produced quickly.Preferably, the tongue and groove system is designed to achieve a longitudinal displacement resistance of at least 14 kN / m and / or a transverse displacement resistance of at least 25 kN / m of track. This ensures that no relative displacement of two sections of the slab track occurs, even on high-speed lines. The above-mentioned values ​​can be achieved by designing the tongue and groove system accordingly. Such a design can consist, for example, in a tenon included in the tongue and groove system being designed with appropriate strength. This strength can be provided, for example, by the geometric shape of the tenon or the choice of material for the tenon.

[0026] Preferably, the displacement-resistant connection to the underlying layer or any connection between the components is designed to achieve a longitudinal displacement resistance of at least 14 kN / m and / or a transverse displacement resistance of at least 25 kN / m of track. This ensures that no relative displacement of sections of the slab track occurs, even on high-speed lines. The above-mentioned values ​​can be achieved by designing the connections accordingly. Such a design can consist, for example, in the design of connecting elements with appropriate strength. This strength can be provided, for example, by geometric shape or choice of material.

[0027] Preferably, the fixed track is formed integrally. In other words, the fixed track can be a single-piece body. In particular, in a cross-section orthogonal to the main extension direction of the fixed track, the fixed track can be an integral body. Nevertheless, several sections of the fixed track can be attached to one another in the main extension direction of the fixed track to form part of the rail superstructure or the rail superstructure itself. In other words, it is not necessary for several parts to be assembled to form the fixed track in cross-section. In other words, the means for securing at least one rail can be arranged on an integral body, namely the fixed track. This ensures that the necessary stability of the fixed track is guaranteed, which cannot be ensured if several separate components are arranged side by side in cross-section.

[0028] According to a further aspect of the present invention, a rail superstructure for forming a rail system is provided. The rail superstructure comprises a rigid track according to one of the above embodiments. Furthermore, the rail superstructure can comprise two rails, each of which is fixed to the first surface of the rigid track such that the rails extend in the main direction of extension. The rail superstructure, or simply called superstructure or track bed, comprises a track bed and the rails or tracks mounted thereon. In the present embodiment, the track bed comprises the rigid track. The rails or tracks are mounted on the rigid track. The rails can be fixed by means of sleeper bolts with clamping plates, casting compound, and / or clamping jaws. The rigid track provides a rail support that supports the rails and transmits forces acting on the rails to the subgrade.Furthermore, the rail superstructure can include sound insulation, for example, in the form of insulating mats. This allows for high speeds even in particularly sound-sensitive areas where the rail superstructure is to be installed.

[0029] Preferably, the rigid track is designed to be directly accessible. This ensures that, for example, in the event of an emergency, the rigid track can be easily accessed by emergency personnel. For example, the rigid track can be designed as a standard track. This also makes it easy to access in urban areas and / or at railroad crossings.

[0030] Preferably, the rigid track is implemented directly in a road superstructure. In other words, a road superstructure material can be provided on the first surface of the rigid track. This road superstructure material can, for example, be asphalt used in road construction. Thus, the rigid track or superstructure can also be used for trams, which are directly integrated into the road superstructure. The tracks or rails can nevertheless be supported by the rigid superstructure, while a road superstructure can be provided between the tracks. This allows the rigid track with polymer material to also be used for inner-city traffic routes.

[0031] Preferably, the rails are in direct contact with the solid track. In other words, the rails or tracks can be attached directly to the solid track. Thus, the provision of an intermediate layer made of, for example, rubber or the like may not be necessary. The direct contact between the rail and the solid track is achieved through the properties of the polymer material. In particular, the polymer material is sufficiently electrically insulated so that decoupling between the rail and the solid track is not necessary. The direct contact between the rail and the solid track can further improve the positional stability of the rail. Furthermore, assembly can be simplified because there is no need for intermediate layers. Furthermore, the rail superstructure becomes cheaper because no intermediate layer is required.

[0032] The rail superstructure preferably further comprises an asphalt base course and / or a hydraulically bound base course, wherein the rigid roadway 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 represent a substructure for the rigid roadway. The asphalt base course can also be referred to as bitumen 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 rigid roadway with a uniform, stable base. The asphalt base course can carry traffic loads and distribute them evenly over a subgrade to prevent the subsoil beneath the rigid roadway from subsiding in places. 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 substances (e.g., cements, synthetic resin compositions, or two-component reactive resins) that harden through polymerization. Binders based on renewable raw materials such as starch or sugar can also be used. The rail superstructure can comprise the following elements, in a sequence beginning with the first surface of the slab track, to which the rails are fixed or can be fixed: first, the slab track, second, the asphalt base course or a hydraulically bound base course, and third, the subgrade. A subgrade can be created beneath the asphalt base course or the hydraulically bound base course. A subgrade can generally be described as a technically processed surface with specified properties. These specified properties include evenness, slope, and / or profile-correct position.

[0033] Preferably, a ratio of the extent of the solid roadway to an extent of the asphalt base course and / or the hydraulically bound base course in a direction running from the first surface to the second surface is in a range from 1.0 to 2, preferably in a range from 1.0 to 1.5. In other words, the asphalt base course or the hydraulically bound base course is thicker than the solid roadway in a vertical direction (i.e. in a direction running from the first surface to the second surface of the solid roadway). This direction is also referred to herein as the second direction. The vertical direction can also be referred to as the direction of gravity. This can ensure that a solid roadway comprising polymer material can be sufficiently well supported by the base course.The second range from 1.0 to 1.5 has shown the least movement in the superstructure, particularly when used on high-speed rail lines. This allows a particularly durable rail superstructure to be provided in the second range. Furthermore, by avoiding movement in the rail superstructure, maintenance of the rail superstructure is only rarely necessary. This can save costs. The rail superstructure is preferably designed so that the compressive strength of the rail superstructure after 28 days is comparable to the cylinder compressive strength of at least 50 Newtons per square millimeter, and the modulus of elasticity is 5,000 to 10,000 N / mm. 2 and / or the fatigue strength of at least 0.8 N / mm 2The cylinder compressive strength can describe the resistance of a material when subjected to compressive forces. The compressive strength can be a quotient of the breaking load and the cross-sectional area A of a test specimen. The compressive strength means that the rail superstructure can continue to exhibit favorable deformation properties even when exposed to frequent temperature changes and continuous loading. This can result in a resilient rail superstructure. The Young's modulus indicates the linear-elastic behavior of the rail superstructure. In this range, the advantage is that the rail superstructure is just elastic enough not to be damaged by alternating loads, while still ensuring good positional stability of the rail superstructure. The flexural tensile strength can be an indication of impact resistance and deformability under high loads.The flexural strength can be varied, for example, by adding steel fibers, glass fibers, and / or plastic fibers. The flexural strength should be at least 0.8 N / mm. 2 It has been shown that optimal efficiency for a rail superstructure has been achieved in order to ensure its durability without being over-dimensioned.

[0034] Preferably, the rail superstructure comprises a ballast bed at least along the flanks of the slab track. In other words, the rail superstructure may comprise a ballast bed in addition to the slab track. This can be used, for example, to protect the flanks of the slab track (i.e., the third and fourth surfaces of the slab track) from frost or other environmental influences. Furthermore, the rail superstructure can thus easily be implemented adjacent to conventional track superstructures.

[0035] According to a further aspect of the present invention, a rail superstructure system is provided, comprising a rail superstructure according to one of the previous embodiments or a slab track according to one of the above embodiments. The rail superstructure system can further comprise 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 rail 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 layer (asphalt base layer or hydraulically bound base layer) can be dispensed with. This possibility arises due to the polymer material from which the slab track is formed. Therefore, it is not absolutely necessary to provide an additional base layer.The thickness of the frost protection layer (i.e. in the vertical or gravity direction) can be manufactured in a ratio of 1:2.5 to the thickness of the slab track (but at least 0.6 m). The EV2 value can be at least 60 MN / ML. If an asphalt base course or a hydraulically bound base course is provided, the rail superstructure system can comprise three or four layers (slab track, base course, HGT and frost protection layer). The frost protection layer can be an unbound base course. The frost protection layer serves to prevent frost damage. By having a low fines content, the frost protection layer can provide good water permeability to avoid water accumulation. Furthermore, the frost protection layer can be designed to prevent moisture or water from the subsoil from rising into it.This prevents water from penetrating an overlying base layer or directly beneath the slab track. 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 penetration. If the slab track is planned directly on structures, such as bridges or tunnels, it can also be installed directly on the respective component or the subsurface. Therefore, a frost protection layer is not necessary.

[0036] Preferably, the rail superstructure system further comprises a subgrade layer arranged directly on the frost protection layer. The subgrade layer is a layer produced by technical means that has a predetermined inclination, orientation, and alignment. The subgrade layer can be arranged either on top of the frost protection layer or below the frost protection layer. This allows the position of the slab track to be precisely adjusted.

[0037] The ratio of the thickness of the slab track to the thickness of the frost protection layer is preferably in a range from 1.5 to 2.5, more preferably in a range from 1.8 to 2.4. The range from 1.8 to 2.4 has proven particularly advantageous because it ensures reliable drainage of water from the rail superstructure system even during heavy rainfall. The ratio of 1.8 to 2.4 has proven advantageous when using the rail superstructure system on high-speed lines. In this case, the frost protection layer has a lower height compared to the thickness of the slab track, which helps prevent lateral movements, particularly in the area of ​​curves.

[0038] Preferably, the rail superstructure system is designed so that the EV2 normal value of the frost protection layer is at least 60 MN / m 2The EV2 value, which can be determined in the static plate load test, can be a value that indicates the deformability of a soil. The EV2 value can be determined according to DIN 18134. This can be used to determine the compaction of the rail superstructure system. An EV2 value of at least 60 MN / m 2 It has been shown that a particularly durable rail superstructure system can be provided.

[0039] According to a further aspect of the present invention, a method for producing a fixed track according to one of the above embodiments is provided. The method comprises providing polymer material and shaping the polymer material so that the fixed track is formed according to one of the above claims. Preferably, the shaping comprises hot pressing the polymer material. The fixed track can be formed by hot pressing. Preferably, the fixed track can be formed in sections of approximately 6.50 meters in the main extension direction of the fixed track. Alternatively, the fixed track can be formed in sections of approximately 0.62 meters in the main extension direction of the fixed track. This allows the fixed track to be hot pressed with reasonable effort. Depending on the application, other dimensions are also possible.

[0040] Preferably, the slab track is produced using fluidized bed technology. Fluidized bed technology refers to a process in which a bed of solid particles (e.g., polymer material) is fluidized by an upward flow of a fluid. This allows the polymer material to be easily liquefied to form the slab track.

[0041] Preferably, the method for producing a solid roadway according to one of the above embodiments comprises granulation in a spouted bed and hot pressing, wherein the solid roadway consists of at least a first material fraction and at least one polymer material, and the forming step comprises the following steps: a) producing 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) compressing the granules with the addition 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.

[0042] According to one embodiment of the present invention, an innovative railway superstructure is provided by providing a slab track comprising polymer material. The track superstructure comprises an asphalt base course (ATS), or, depending on the subsoil conditions, a hydraulically bound base course (HGT), or, depending on the subsoil conditions, a combination of ATS and HGT. Furthermore, the slab track can also be placed directly on an earthwork. Depending on the subsoil conditions, or on bridges and in tunnels, the slab track made of recycled polymer material can be installed directly on the respective component or into the subsoil. The thickness of the HGT is manufactured in a ratio of 1:1 to 1:2 (at least a thickness of 0.3 m) compared to the thickness of the slab track. The strength comparable to the cylinder compressive strength after 28 days is at least 50 Newtons per square millimeter, and the elastic modulus is 5,000 to 10,000 N / mm 2and / or the fatigue strength of at least 0.8 N / mm 2 The thickness of a frost protection layer can be made in a ratio of 1 to 2 (at least 0.4 m thick). The EV2 value is at least 60 MN / m 2If an asphalt base course is used, unevenness within a 4 m long measuring section must not exceed plus or minus 2 mm. The slab 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 fiberglass rods. Polymers from recycled mixtures are used (elastomers), polypropylene (PP) and polyethylene (PE-LD, HD). Additives used include adhesion promoters, UV absorbers, flame retardants, antioxidants and antistatic agents (e.g. alkyd resins). The slab track modules are installed in various sizes (primarily lengths in the main direction of extension), depending on the application (straight, curved, switch, etc.). The track gauge is generally 1436 mm (nominal).Next to the rail head, at least 250 mm of space is guaranteed on both sides in the longitudinal direction. The transverse gradient of the slab track surface (i.e. the first surface) is at least 0.5%. In the area of ​​tram superstructures, the slab track made of recycled polymers can be implemented directly in the road superstructure. The slab track is connected to the ATS or the HGT or the component or the subgrade in a slip-resistant manner in order to ensure longitudinal and transverse displacement resistance. More precisely, the slab track features a slip-resistant connection to the underlying layer. In addition, the sections of the slab track made of polymers can be connected to one another in a slip-resistant manner. This can be achieved by constructing the individual sections of the slab track with a tongue and groove system. Overall, this achieves a longitudinal displacement resistance of at least 14 kN / m of track and a transverse displacement resistance of at least 25 kN / m of track.The ballastless track can be covered with ballast on the flanks and depending on the area of ​​use. To prevent frost from penetrating the substructure from the sides and to protect the ballastless track system from weathering, erosion, and direct UV radiation, the ballast must be covered with at least 0.2 m of ballast on the sides. The rails are fastened either by support points with a maximum spacing of 0.65 m (e.g., Rail Fastening System 300) or by continuous support, depending on the application. Elastic rail pads can be significantly reduced or, depending on the application, completely dispensed with. Horizontal and vertical adjustment is ensured. The possible height adjustment is +26Z-4 mm. The invention ensures significantly more resource-efficient railway infrastructure construction, which includes the implementation of the circular economy.

[0043] Features and embodiments can be combined to form new embodiments. Advantages and refinements of the features and embodiments also apply analogously to the new embodiments. Advantages and refinements mentioned in connection with the device also apply analogously to the method, and vice versa.

[0044] In the following, the present invention will be described in detail using embodiments with reference to the accompanying drawings:

[0045] Fig. 1 shows a schematic view of a cross section of a rail superstructure system according to an embodiment of the present invention.

[0046] Fig. 2 shows a schematic cross-sectional view of a rail superstructure system according to an embodiment of the present invention. Fig. 3 shows a schematic cross-sectional view of a slab track according to an embodiment of the present invention.

[0047] Fig. 4 schematically shows a cross-sectional view of a fixed track according to an embodiment of the present invention.

[0048] Fig. 1 schematically shows a rail superstructure system 100 according to an embodiment of the present invention. The rail superstructure system 100 comprises a rigid track 1 formed from a polymer material. The rigid track 1 has a first surface 2 and an opposite second surface 3. The first surface 2 is designed to have means 4 for securing rails 5 to the first surface 2. In the present embodiment, the rails 5 are secured by means of support point bearings (in the present example with a system 300). Furthermore, the rigid track 1 has shaped sections 6 against which the rail or fastening means for the rail can come into contact. In the embodiment shown in Fig. 1, the rigid track is arranged directly on a subsurface or on an antifreeze layer 12.

[0049] Fig. 2 shows a rail superstructure system 100 according to a further embodiment of the present invention. The fixed track 1 of the present embodiment essentially corresponds to the fixed track of the previous embodiment, with the difference that the receiving sections (the means 4) provided on the first surface 2 of the fixed track 1 are designed as two parallel depressions. A rail 5 is arranged in each of the receiving sections 4. The receiving sections are then filled with an elastic casting material 7. This allows for continuous support of the rails 5. In the present embodiment, an asphalt base layer 11 is provided beneath the fixed track 1. The asphalt base layer 11, together with the fixed track, forms a rail superstructure 10.However, in a further embodiment not shown, the asphalt base layer 11 can be replaced by a hydraulically bound layer. In a further embodiment not shown, the asphalt base layer can be combined with a hydraulically bound base layer. The rail superstructure 10 shown in Fig. 2 can further be arranged on a frost protection layer 12. This allows the superstructure rail system 100 to be formed. Nevertheless, the slab track 1 can also be arranged directly on a structure (e.g., a bridge, tunnel structure, etc.). In other words, in this case, neither an asphalt base layer, nor a frost protection layer, nor a hydraulically bound layer needs to be provided.

[0050] The main 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 of the image to the top of the image. The second direction can also be referred to as the vertical direction or the direction of gravity.

[0051] Fig. 3 shows a schematic view of a cross-section of a fixed track according to an embodiment of the present invention. The fixed track of the present embodiment essentially corresponds to the fixed track shown in Fig. 2, with the difference that the rails 5 are now designed as grooved rails. Such grooved rails may be used in trams. Furthermore, the fixed track 1 of the present embodiments is directly integrated into the road surface of a traffic road. In other words, the first surface two of the fixed track corresponds to the road surface into which the fixed track 1 is integrated. The fixed track can be provided on a conventional road substructure 15.

[0052] Fig. 4 is a schematic plan view of a fixed track 1 according to an embodiment of the present invention. In the present embodiment, the fixed track 1 is divided into individual sections along the rail direction. The rails 5 run parallel. Joints 16 are formed between the individual sections of the fixed track 1. The joint has a width in the longitudinal track direction of approximately 0.03 meters. In Fig. 4, the joints 16 are shown only between the rails 5. Of course, the joints 16 can also extend under the rails to the edge of the fixed track 1.

[0053] List of reference symbols:

[0054] 1 rigid roadway

[0055] 2 first surface 3 second surface

[0056] 4 Recording section

[0057] 5 rail / track

[0058] 6 mold section

[0059] 7 elastic casting material 10 rail superstructure

[0060] 11 Asphalt base course

[0061] 12 Frost protection layer

[0062] 14 Road surface

[0063] 15 Road substructure 16 Joint

[0064] 100 rail superstructure system

[0065] H Main direction of extension

[0066] R1 first direction

[0067] R2 second direction

Claims

Claims 1 . Solid track (1) for forming a rail superstructure (10), wherein the solid track (1) extends in a main extension direction (H), wherein the solid track (1) has a first surface (2) and a second surface (3) opposite the first surface (2), wherein the solid track (1) has means for fixing at least one rail (5) to the first surface (2), wherein the solid track (1) is formed from a polymer material.

2. Solid track (1) according to claim 1, wherein the polymer material comprises recycled material.

3. Solid track (1) according to claim 1 or 2, wherein the solid track (1) is predominantly formed from a polymer material.

4. Solid track (1) according to one of the preceding claims, wherein the polymer material is evenly distributed in a cross-section of the solid track (1).

5. Solid track (1) according to one of the preceding claims, further comprising reinforcing fibers, in particular natural fibers, steel fibers, inorganic fibers and / or glass fibers.

6. Fixed track (1) according to one of the preceding claims, wherein the fixed track (1) comprises reinforcing elements extending along the main extension direction (H).

7. Solid track (1) according to one of the preceding claims, wherein the polymer material comprises elastomer, polypropylene and / or polyethylene.

8. Solid track (1) according to one of the preceding claims, wherein the polymer material comprises additives, in particular adhesion promoters, UV absorbers, flame retardants, antioxidants and / or antistatic agents.

9. Fixed track (1) according to one of the preceding claims, wherein the fixed track (1) has at least two receiving sections (4) on the first surface (2) for receiving two rails (5) running in the main extension direction (H).

10. Fixed track (1) according to claim 9, wherein a ratio of the total extension of the fixed track (1) transverse to the main extension direction (H) to a distance between the two receiving sections (4) transverse to the main extension direction (H) is in a range of 1.0 to 1.5, preferably in a range of 1.3 to 1.

4.

11. Rigid track (1) according to claim 9 or 10, wherein the receiving sections (4) are each designed to support a rail (5) selectively or continuously.

12. Fixed track (1) according to one of claims 9 to 11, wherein the receiving sections (4) are each designed to support the rail (5) at specific points and each have a shaped section (6), in particular for receiving an angle guide plate.

13. Fixed track (1) according to one of claims 9 to 11, wherein the receiving sections (4) are each designed to support the rail (5) continuously and each comprise an elastic casting material (7), or wherein the receiving sections (4) are each designed to support the rail (5) at specific points and each have a shaped section (6), in particular for receiving an angled guide plate.

14. Fixed track (1) according to one of claims 9 to 13, wherein a distance between the receiving sections (4) in the main extension direction (H) is a maximum of 0.65 m.

15. Fixed track (1) according to one of the preceding claims, wherein the fixed track (1) has at least one holding element on the second surface (3) for fixing the fixed track (1) to a subsurface.

16. Fixed track (1) according to claim 15, wherein the at least one holding element is designed to secure the fixed track (1) against displacement in a plane in two directions orthogonal to one another.

17. Fixed track (1) according to claim 15 or 16, wherein the holding element is designed as a thrust dome.

18. Solid track (1) according to one of the preceding claims, wherein the first surface (2) and the second surface (3) have a gradient difference of at least 0.2%, preferably of at least 0.5%.

19. Fixed track (1) according to one of the preceding claims, further comprising a connecting section, so that at least one further fixed track (1) can be connected to the fixed track (1) in the main extension direction (H).

20. Rigid track (1) according to claim 19, wherein the connecting section comprises a tongue and groove system.

21. Rigid track (1) according to claim 19 or 20, wherein the tongue and groove system is designed such that a longitudinal displacement resistance of at least 14 kN / m and / or a transverse displacement resistance of at least 25 kN / m is achieved.

22. Fixed track (1) according to one of the preceding claims, wherein the fixed track is formed integrally.

23. Rail superstructure (10) for forming a rail superstructure system (100) comprising a fixed track (1) according to one of the preceding claims, wherein two rails (5) are each fixed to the first surface (2) of the fixed track (1) such that the rails (5) extend in the main extension direction (H).

24. Rail superstructure (10) according to claim 23, wherein the rails (5) are in direct contact with the fixed track (1).

25. Rail superstructure (10) according to claim 23 or 24, further comprising a ballast filling at least on the flanks of the fixed track (1).

26. Rail superstructure (10) according to one of claims 23 to 25, wherein the rail superstructure (10) further comprises an asphalt base layer (11) and / or a hydraulically bound base layer, wherein the fixed carriageway (1) is arranged on the asphalt base layer (11) or the hydraulically bound base layer.

27. Rail superstructure (10) according to one of claims 23 to 26, wherein a ratio of the extent of the fixed track (1) to an extent of the asphalt base layer (11) and / or the hydraulically bound base layer in a direction running from the first surface (2) to the second surface (3) is in a range of 1.0 to 2, preferably in a range of 1.0 to 1.

5.

28. Rail superstructure (10) according to one of claims 23 to 27, wherein the rail superstructure (10) comprises a ballast filling at least on the flanks of the fixed track (1).

29. A rail superstructure system (100) comprising: a rail superstructure (10) according to any one of claims 23 to 28 or a fixed track (1) according to any one of claims 1 to 22, a frost protection layer (12), wherein the fixed track (1) is arranged such that the second surface (3) of the fixed track (1) faces the frost protection layer (12).

30. The rail superstructure system (100) of claim 29, wherein the rail superstructure system (100) further comprises a subgrade layer disposed directly on the frost protection layer (12).

31. A method for producing a fixed track (1) according to any one of claims 1 to 22, comprising: Providing polymer material, Shaping the polymer material so that the solid roadway (1) is formed according to one of claims 1 to 22.

32. Method according to claim 31, wherein the solid roadway is produced using a fluidized bed technology.

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