Sleeper for a ballast bed, rail track having said sleeper, and method for maintaining said rail track

Abstract

Proposed is a sleeper (9.1) for a ballast bed, comprising a sleeper top side (13) for supporting the track rails (8), and comprising a sleeper bottom side (14), situated opposite the sleeper top side (13), for resting on the ballast bed, wherein the sleeper bottom side (14) has at least one ballast contact surface (16a, 16b), oriented obliquely with respect to a horizontal plane (12), for exerting a horizontal force on the track ballast. Also proposed are a rail track having such a sleeper (9.1) and a method for maintaining the rail track.

Description

[0001] Rail sleeper for a ballast bed, track with this rail sleeper and method for maintaining this track

[0002] The invention relates to a track sleeper for a ballast bed, in particular for securing track rails to a ballast bed. Furthermore, the invention relates to a trackway. The invention also relates to a method for maintaining a trackway.

[0003] A method for compacting a ballast bed is known from WO 2017 / 129 215 A. Driving a track vehicle on a track leads to forces between the sleepers and the track ballast, which cause the track ballast to drift from an area below the sleepers. The resulting insufficient compaction of the track ballast, particularly voids forming beneath the sleepers, endangers the stability of the track grid and thus the operational safety of the track. Compacting the ballast bed is therefore part of regular maintenance measures.

[0004] It is an object of the invention to provide an improved track sleeper for a ballast bed, which in particular leads to increased positional stability, reduced maintenance requirements and reduced operating costs of a trackway formed therewith.

[0005] This object is achieved by a track sleeper having the features of claim 1. It has been recognized that a track sleeper for a ballast bed, in particular for laying on the ballast bed or for securing track rails to the ballast bed, can have a sleeper underside that has at least one ballast contact surface oriented obliquely to a horizontal plane to exert a horizontal force on the track ballast of the ballast bed. A track track constructed with such a track sleeper is particularly low-maintenance, stable in position, and cost-effective in operation.The ballast contact surface oriented obliquely to the horizontal plane advantageously ensures that contact forces acting between the underside of the sleeper and the ballast bed, in particular the track ballast, have a horizontally oriented force component, particularly when the forces acting between the underside of the sleeper and the ballast bed are determined by, in particular, vertically oriented, driving loads on the track sleeper, for example, due to a track vehicle traveling on the track. The horizontal force component causes a displacement of the track ballast to a desired position, in particular into an area below the underside of the sleeper, and / or a fixing of the track ballast in the desired position and / or a stabilization of the position of the track sleeper on the ballast bed.This can counteract a reduction in ballast density, particularly the formation of cavities, especially in the area below the track sleeper. Maintenance measures, such as track bed compaction, are thus performed less frequently. The operation of such a track sleeper, especially a trackway constructed with it, is thus less maintenance-intensive and therefore particularly cost-effective.

[0006] The horizontal plane is preferably understood to be a plane spanned by a central longitudinal axis of the track sleeper and a horizontal sleeper transverse direction, in particular the longitudinal direction of the rail. Consequently, the horizontal plane does not have to be horizontally oriented when the track sleeper is installed, in particular if the track surface formed therewith has a gradient and / or a cant, in particular in the transverse direction, for example in a curve. The horizontal plane of the track sleeper is also referred to as the driving plane, in particular when the track sleeper is used in the track surface. The vertical direction of the track sleeper is perpendicular to the horizontal plane. The vertical direction of the track sleeper is also referred to as the normal direction of the driving plane.

[0007] The at least one ballast contact surface can be arranged, in particular positioned and / or oriented, such that the horizontal force component transmitted to the track ballast acts in the direction beneath the track sleeper. This can cause the track ballast to be compacted and / or fixed beneath the track sleeper. The formation of cavities is avoided.

[0008] The at least one ballast contact surface, in particular each individual ballast contact surface and / or all ballast contact surfaces together, is preferably in the range of 1 dm 2 up to 100 dm 2 , especially from 10 dm 2 up to 80 dm 2 , especially from 20 dm 2 up to 60 dm 2 .

[0009] The at least one ballast contact surface is preferably flat. Alternatively, the at least one ballast contact surface can be curved, in particular elliptical, and / or circular or non-circular. Preferably, the at least one ballast contact surface is free of kinks and / or abrupt curvature, in particular with a constant curvature. The at least one ballast contact surface is preferably delimited by a kink and / or abrupt curvature, in particular by a change in curvature. The at least one ballast contact surface is preferably oriented obliquely to the vertical direction, in particular at an angle of at least 5°, in particular at least 10°, in particular at least 30°, in particular at least 45°. As a result, the horizontal force component that can be exerted on the track ballast is particularly large, in particular the resulting horizontal force component exerted over the entire ballast contact surface.

[0010] The at least one ballast contact surface can be inclined about a horizontal axis, in particular about a horizontal axis oriented parallel or obliquely to the central longitudinal axis and / or to the horizontal sleeper transverse direction and / or to the rail longitudinal direction.

[0011] The underside of the sleeper may have a plurality of ballast contact surfaces, in particular at least two, in particular at least three, in particular at least four, in particular at least six, and / or a maximum of 20, in particular a maximum of 10, in particular a maximum of six, in particular a maximum of four.

[0012] Surface roughness and / or surface defects, for example due to casting defects, and / or surfaces with a geometrically indeterminate structure are not to be regarded as the ballast contact surfaces described here, in particular if only geometrically indeterminate, in particular relatively small, surface segments are oriented obliquely to the horizontal plane.

[0013] The track sleeper can comprise concrete, in particular reinforced concrete, in particular prestressed concrete, and / or wood and / or a plastic and / or a metal, in particular steel, and / or a composite material, preferably with at least one of the above-mentioned materials, in particular a fiber composite material, in particular at least 50% of its mass, in particular at least 75% of its mass, in particular completely, thereof.

[0014] Preferably, the track sleeper is manufactured using a primary forming process, for example a casting process and / or a pressing process.

[0015] The track sleeper is preferably made in one piece.

[0016] The underside of the sleeper may be limited by a front side, a back side and two end sides of the track sleeper, which extend in particular between the underside of the sleeper and the top side of the sleeper.

[0017] The underside of the sleeper is designed to rest on the ballast bed. Preferably, it is not a sleeper intended for encasing in the concrete base of a track.

[0018] The sleeper top surface can have at least one, in particular at least two, rail support areas for supporting track rails. The rail support areas can have fastening means for attaching the track rails to the sleeper.

[0019] According to one aspect, a height of the sleeper underside in the vertical direction, in particular the height of a smallest convex envelope around all rail contact surfaces, can be a maximum of 80 mm, in particular a maximum of 60 mm, in particular a maximum of 50 mm, in particular a maximum of 40 mm, in particular a maximum of 30 mm, in particular a maximum of 20 mm, in particular a maximum of 10 mm and / or at least 10 mm, and / or in a height ratio of a maximum of 1:1, in particular a maximum of 1:2, in particular a maximum of 1:4, in particular a maximum of 1:6, in particular a maximum of 1:10, in particular a maximum of 1:15, and / or at least 1:20 to the total height of the track sleeper in the vertical direction.

[0020] The thickness of the sleeper material, in particular the smallest thickness and / or the thickness in the region of its center of gravity and / or the thickness in the region of its central longitudinal axis, is preferably at least 40 mm, in particular at least 60 mm, in particular at least 80 mm, in particular at least 100 mm, and / or a maximum of 300 mm. The thickness can also be referred to as wall thickness. The thickness can be determined vertically and / or perpendicular to the surface of the sleeper.

[0021] According to one aspect, an area ratio between the at least one ballast contact surface, in particular a single one of the ballast contact surfaces and / or the sum of all ballast contact surfaces, and the total area of ​​the sleeper underside can be at least 1:10, in particular at least 1:5, in particular at least 1:2, in particular at least 2:3, and / or a maximum of 1:1, in particular a maximum of 3:4. As a result, the horizontal force component that can be transferred to the track ballast is particularly large.

[0022] According to a further aspect, an angle between the at least one ballast contact surface and the horizontal plane, in particular the driving plane, can be in a range from 2° to 87°, in particular from 2° to 75°, in particular from 3° to 60°, in particular from 5° to 45°, in particular from 8° to 35°, in particular from 10° to 30°. By means of the available surface of the sleeper underside, a particularly large resulting horizontal force component can be exerted on the track ballast.

[0023] According to a further aspect, the at least one ballast contact surface can be inclined in the direction of a central longitudinal axis of the track sleeper. The central longitudinal axis is understood in particular to be an axis running through the center of gravity of the track sleeper and oriented in the longitudinal direction of the track sleeper. The at least one ballast contact surface is oriented in the direction of the central longitudinal axis if the horizontal force component thereby exerted on the track ballast points in the direction of the central longitudinal axis, in particular in a plan view. In other words, the at least one ballast contact surface is oriented in the direction of the central longitudinal axis if a normal vector to the ballast contact surface points in the direction of the central longitudinal axis in a plan view. This causes a force acting on the ballast bed, which conveys the track ballast into the area below the track sleeper or fixes it there.

[0024] According to a further aspect, the at least one ballast contact surface can be inclined towards at least one rail support area of ​​the sleeper top side. In the rail support area, the at least one track rail preferably rests on the track sleeper. The inclination of the at least one ballast contact surface relative to the horizontal plane in the direction of the at least one rail support area causes a force on the ballast bed, which conveys the track ballast into the area below the rail support area or, in a plan view, in the direction of the rail support area. The area below the rail support area is subject to particularly heavy loads when a track vehicle passes over it. Accordingly, particularly high forces can be exerted in this area to convey the track ballast under the track sleeper. Furthermore, it is particularly important for the safe operation of the track track to ensure a high degree of compaction in this area.

[0025] According to a further aspect, the at least one ballast contact surface, in particular all ballast contact surfaces, can extend into an area, in particular can be arranged exclusively in an area, which has a horizontal distance of at least 1 cm, in particular at least 2 cm, in particular at least 5 cm, in particular at least 10 cm, and / or a maximum of 12 cm, in particular a maximum of 8 cm, in particular a maximum of 6 cm, in particular a maximum of 4 cm, from an edge of the sleeper underside. As a result, the track ballast can be reliably conveyed into a central area below the track sleeper, in particular held there. Preferably, the at least one, in particular each, ballast contact surface is arranged at the aforementioned distance from the edge of the sleeper underside. Edges with an acute angle in cross-section can be avoided.This makes the edge of the underside of the sleeper, in particular a lower edge of the track sleeper, particularly mechanically robust. Alternatively, the at least one ballast contact surface, in particular all ballast contact surfaces, can be directly adjacent to the edge of the underside of the sleeper.

[0026] According to a further aspect, the at least one ballast contact surface can be oriented parallel to the central longitudinal axis of the track sleeper or parallel to the longitudinal direction of the rail or to a horizontal transverse direction of the sleeper. The parallel orientation preferably also includes angular deviations of + / - 5°, in particular + / - 2°, in particular + / - 1°. This allows the effect of the track sleeper on the track ballast to be predicted particularly reliably, particularly regardless of the nature of the track ballast. A corresponding track sleeper is also easy to manufacture.

[0027] According to a further aspect, the underside of the sleeper is concavely shaped, at least in sections, in particular completely. The concavely shaped section can have the at least one ballast contact surface, in particular consist thereof. The concavely shaped surface can have a polygonal or faceted shape and / or a curved, in particular a continuously curved shape, in particular in a vertical sectional plane. The concave shape causes the track ballast to collect or compact on the underside of the sleeper when the track sleeper is subjected to a vertically upward load, in particular when a track vehicle travels over the track.

[0028] According to a further aspect, the underside of the sleeper can have at least one groove-shaped and / or basin-shaped depression. The term depression is to be understood with reference to a plan view of the underside of the sleeper. The depression is present in particular with respect to a smallest convex envelope around the track sleeper. The depression can also be referred to as a recess or indentation. The at least one ballast influence surface can form a wall of the depression. The groove-shaped and / or basin-shaped depression ensures that the track ballast collects or compacts in the area below the track sleeper. Furthermore, the positional stability of the track sleeper, in particular in the horizontal direction, is improved, in particular due to the positive engagement in the ballast bed. The at least one groove-shaped depression can be oriented horizontally and / or parallel and / or perpendicular and / or obliquely to the central longitudinal axis of the track sleeper.The channel valley can be decisive for determining the orientation of the at least one depression. Preferably, the at least one depression is arranged vertically below the at least one rail support area. In other words, the at least one rail support area overlaps the at least one depression and / or the at least one ballast contact surface.

[0029] According to a further aspect, the at least one depression can have a vertical extension of at least 1 cm, in particular at least 2 cm, in particular at least 3 cm, in particular at least 5 cm, and / or a maximum of 10 cm, in particular a maximum of 8 cm, in particular a maximum of 6 cm, in particular a maximum of 4 cm. A volume of the at least one depression, in particular of all depressions, which is limited in particular by the wall of the depression, in particular by the underside of the sleeper, and the smallest convex envelope around the track sleeper, can be in the range of 1 dm3 up to 100 dm 3 , especially from 5 dm 3 up to 60 dm 3 , especially from 10 dm 3 up to 30 dm 3, lie. A volume ratio between the volume of the at least one depression, in particular of all depressions, and the volume of the smallest convex envelope around the track sleeper is preferably in the range from 1:2 to 1:1000, in particular from 1:5 to 1:500, in particular from 1:10 to 1:200, in particular from 1:20 to 1:100. As a result, the track sleeper is particularly robust in operation and can be produced economically. The limited volume or the limited vertical extent of the at least one depression ensures improved fillability and reduces the tendency for voids to form during operation. According to a further aspect, the underside of the sleeper can be mirror-symmetrical to a vertical plane, in particular to a vertical plane through the center of gravity of the track sleeper, in particular through the central longitudinal axis, and / or parallel to the longitudinal direction of the rail.The mirror-symmetrical design of the sleeper prevents vertical loading from causing horizontal displacement of the sleeper relative to the ballast bed. This ensures particularly reliable stabilization of the sleeper on the ballast bed.

[0030] According to a further aspect, the underside of the sleeper can be designed asymmetrically. In particular, the underside of the sleeper can be designed asymmetrically to a vertical plane, in particular through the center of gravity of the sleeper, in particular to a plane oriented parallel to the central longitudinal axis and / or to the longitudinal direction of the rail. This advantageously ensures that a vertical load on the sleeper leads to a resulting horizontal force between the sleeper and the track ballast. This force is preferably directed counter to a horizontal force transmitted to the track, in particular counter to the centrifugal forces transmitted to the track by the track vehicle in a curve.

[0031] The track sleeper preferably has a total height in a range from 6 cm to 30 cm, in particular from 8 cm to 24 cm, in particular from 10 cm to 20 cm, in particular from 12 cm to 18 cm. The height is also referred to as the vertical extension. The heights of side surfaces arranged between the top side of the sleeper and the bottom side of the sleeper, in particular of opposite side surfaces, for example the front side and the back side or the two end sides of the track sleeper, can be different, in particular if the bottom side of the sleeper is asymmetrical. For example, the height of the front side can be less than the height of the back side, or vice versa. The difference between the heights on the different sleeper sides can be in the range from 1 cm to 10 cm, in particular from 2 cm to 8 cm, in particular from 3 cm to 6 cm.The heights of the side surfaces, in particular in the region of their geometric center of gravity and / or the total height of the respective side surfaces, can be in the range from 6 cm to 30 cm, in particular from 8 cm to 24 cm, in particular from 10 cm to 20 cm, in particular from 12 cm to 18 cm. The different heights of the side surfaces, in particular the front and rear and / or the two end faces, ensure that when a vertical load is applied to the track sleeper, a resulting horizontal force can be generated between the track sleeper and the track ballast. This horizontal force can, for example, be generated against transverse forces, such as centrifugal forces on a track vehicle in a curve, or against longitudinal rail forces, for example on an incline or in the area of ​​an acceleration or deceleration section.

[0032] It has been described above that the at least one ballast contact surface can be arranged at a distance from an edge of the sleeper underside. This distance can be identical in each case or different for different ballast contact surfaces and / or on different side edges. For example, the distance of the at least one ballast contact surface to the different side edges of the sleeper underside, which are formed by the different side surfaces, can be different, in particular if the sleeper underside is asymmetrical. The difference between the corresponding distances, in particular to the edges adjacent to the front and rear sides and / or to the edges adjacent to the end faces, can be in a range from 1 cm to 20 cm, in particular from 2 cm to 15 cm, in particular from 3 cm to 10 cm.This allows the direction of the horizontal force between the track sleeper and the ballast bed to be specifically influenced.

[0033] According to a further aspect, which is particularly advantageous independent of other features of the invention, a sleeper base can be arranged on the at least one ballast contact surface. The sleeper base can comprise, in particular consist of, a soft-elastic material, in particular with a modulus of elasticity of at most 1 GPa, in particular at most 500 MPa, in particular at most 300 MPa, and / or at least 10 MPa, in particular at least 20 MPa, in particular at least 50 MPa.

[0034] In principle, the sleeper base can be prefabricated and then attached to the underside of the sleeper, or the sleeper base can be produced or formed directly on the underside of the sleeper, for example by means of an injection molding process. The sleeper base can be produced using an injection molding process and / or applied to the track sleeper, in particular sprayed and / or painted on, and / or bonded to the track sleeper, in particular glued. Alternatively or additionally, the sleeper base can be force-fitted to the track sleeper, in particular screwed to it. The sleeper base is preferably formed in one piece. The sleeper base can have a variable or constant wall thickness. The wall thickness of the sleeper base is preferably in the range from 1 mm to 40 mm, in particular from 2 mm to 20 mm, in particular from 3 mm to 10 mm.The sleeper base can comprise, and in particular consist of, a plastic material, in particular a rubber-elastic plastic, and / or natural rubber. The sleeper base reduces the mechanical stress on the track sleeper and the track ballast, reduces driving noise and structure-borne sound, and promotes the positional stability of the track sleeper, in particular the resulting track ridge, on the ballast bed.

[0035] It is a further object of the invention to provide an improved track system which is particularly robust, low-maintenance and cost-efficient in operation.

[0036] This object is achieved by a track system comprising several of the above-described sleepers and two track rails arranged, in particular fastened, on the sleepers. The combination of sleepers and track rails is also referred to as a track grid. The sleepers, in particular the track grid, can be arranged on the ballast bed to form the track system. The advantages of the track system correspond to the advantages of the sleeper. Preferably, the track system is further developed with at least one of the features disclosed above in connection with the sleeper. The track system reliably ensures high compaction of the track ballast beneath the sleepers. The track system is particularly robust, low-maintenance, and cost-effective in operation.In particular in areas where horizontal transverse forces are exerted on the track, for example in the area of ​​curves, as well as in the area of ​​forces acting in the longitudinal direction of the rail, for example in acceleration and / or deceleration sections of the track, in particular at one end of the track, an increased level of stability of the track, in particular of the track grid on the ballast bed, can be achieved.

[0037] The track may comprise, in particular consist of, a straight section, in particular a horizontal one, and / or a curve and / or a switch. Particularly in the area of ​​a switch, more than two track rails may be arranged on the sleepers.

[0038] A further object of the invention is to provide an improved method for maintaining a track, which can be carried out in a particularly energy-, time- and cost-efficient manner.

[0039] This object is achieved by a method for maintaining a track according to the above description, comprising the steps of: arranging at least one track processing unit on the track, generating a relative movement of the track ballast to at least one of the track sleepers by means of the at least one track processing unit, and conveying the track ballast beneath the at least one track sleeper due to contact forces between the track ballast and the at least one ballast contact surface. The advantages of the method correspond to the advantages of the above-described track sleeper and / or the track. Preferably, the method is further developed with at least one of the features described above in connection with the track sleeper and / or the track.The ballast contact surface, which is oriented at an angle to the horizontal plane, exerts a horizontal force component on the track ballast when the track ballast is displaced relative to the at least one track sleeper, particularly upon contact with the track ballast, thereby promoting the desired displacement of the track ballast, particularly into the area below the track sleepers. This makes the maintenance process particularly energy-, time-, and cost-efficient.

[0040] The at least one track processing unit can comprise a track tamping unit and / or a stabilizer unit and / or a lifting and straightening unit. The displacement of the track ballast relative to the at least one track sleeper can be achieved by means of a vibration movement transmitted to the at least one track rail and / or the at least one track sleeper and / or the ballast bed and / or an adjusting movement of tamping picks that engage the ballast bed.

[0041] Preferably, the at least one track processing unit is a component of a device for track processing, in particular a track construction machine, in particular a track tamping machine.

[0042] Further features, details, and advantages of the invention will become apparent from the following description of an embodiment with reference to the figures. They show:

[0043] Fig. 1 is a side view of a track maintenance machine, in particular a track construction machine, on a track grid of a trackway, a perspective view of a section of the track grid in Fig. 1 with track rails arranged on track sleepers, wherein a sleeper underside of the respective track sleeper has ballast contact surfaces oriented obliquely to a horizontal plane, a side view of the track grid in Fig. 2, wherein the sleeper underside has a groove-shaped depression oriented parallel to a central longitudinal axis of the track sleeper, Side views of a track grid according to alternative embodiments, wherein the track sleepers of the respective track grid have a sleeper underside with a groove-shaped depression, a perspective view of a section of a track grid according to a further embodiment, wherein its respective track sleeper has a sleeper underside with a basin-shaped depression, a front view of the track grid in Fig. 4, Front views of a track grid according to alternative embodiments, wherein the track sleepers of the respective track grid have a sleeper underside with a basin-shaped depression, Fig. 6 is a perspective view of a section of a

[0044] Track grid according to a further embodiment, whose track sleepers have a sleeper underside with groove-shaped depressions that are oriented parallel to a rail longitudinal direction,

[0045] Fig. 7A is a front view of the track grid in Fig. 6,

[0046] Fig. 7B is a front view of a track grid according to a further embodiment, the track sleepers of which have a sleeper underside with groove-shaped depressions oriented parallel to a rail longitudinal direction,

[0047] Fig. 8 is a perspective view of a section of a

[0048] A track grid according to a further embodiment, the respective sleeper has a sleeper underside with groove-shaped depressions oriented parallel and perpendicular to the central longitudinal axis of the sleeper, wherein the differently oriented depressions intersect in the area below a rail support area of ​​the sleeper,

[0049] Fig. 9 is a perspective view of a section of a

[0050] Track grid according to a further embodiment, the respective track sleeper has a sleeper underside with basin-shaped depressions, in particular with a depression below each track support area, Fig. 10 is a front view of a section of the track grid in Fig. 9 with a track processing machine arranged thereon, the tamping unit of which is in engagement with the ballast bed,

[0051] Fig. 11 is a side view of the track grid and the track tamping unit in Fig. 10,

[0052] Fig. 12 is a front view of a section of the track grid in Fig. 4 with a track processing machine arranged thereon, the stabilizer unit of which is in engagement with the track rails,

[0053] Fig. 13 is a front view of a track grid according to a further embodiment, the respective track sleeper having an asymmetrically formed sleeper underside,

[0054] Fig. 14 is a side view of a section of the track grid in Fig. 13,

[0055] Fig. 15 is a front view of a track grid according to a further embodiment, the respective track sleeper having an asymmetrically formed sleeper underside,

[0056] Fig. 16A is a side view of a section of the track grid in Fig. 15,

[0057] Fig. 16B is a side view of a track grid according to an alternative embodiment, wherein the heights of the front and rear sides of the track sleeper are different and wherein the distances of the ballast contact surfaces to the respective edge of the sleeper underside are different,

[0058] Fig. 17 is a preview of a track grid according to a further embodiment, the sleepers of which have a sleeper underside with groove-shaped depressions and a polygonal surface, wherein the depressions each have four ballast contact surfaces inclined to different degrees but around the same horizontal axis,

[0059] Fig. 18 is a perspective view of a section of a track grid according to a further embodiment, the respective track sleeper having a sleeper underside with a sleeper sole,

[0060] Fig. 19 is a front view of the track grid in Fig. 18,

[0061] Fig. 20 is a side view of one of the sleepers in Fig. 19, respectively.

[0062] Fig. 21 is a front view of a section of the track sleeper in Fig. 20.

[0063] A first embodiment of a track 1 for travel by a track vehicle 2 is described with reference to Figs. 1 to 3A. The track vehicle 2 is designed as a device for track maintenance, in particular as a track construction machine. The device has at least one track maintenance unit 3, in particular a track tamping unit 4 and / or at least one stabilizer unit 5 and / or a lifting and straightening unit (not shown). The track vehicle 2 preferably comprises a traction motor for displacing the track vehicle 2 relative to the track 1. The structure of such a device 2, in particular of the at least one track maintenance unit 3, is known from the prior art.

[0064] The track 1 comprises a ballast bed 6 and a track grid 7.1 arranged thereon. The track grid 7.1 has two track rails 8, which are attached to track sleepers 9.1.

[0065] A central longitudinal axis 10 of the respective track sleeper 9.1 is oriented perpendicular to a rail longitudinal direction 11. The rail longitudinal direction 11 is oriented in the x-direction, the central longitudinal axis 10 is oriented in the y-direction, and the vertical direction is oriented in the z-direction of the Cartesian coordinate system shown in Fig. 1.

[0066] The central longitudinal axis 10 and the longitudinal rail direction 11 define a running plane 12 of the track 1. The running plane 12 corresponds to the horizontal plane 12 of the respective track sleeper 9.1, particularly in a section of the track 1 that has no gradient or superelevation.

[0067] Figure 2 shows the track grid 7.1 in further detail. Each track sleeper 9.1 has a sleeper top surface 13 for supporting the track rails 8, as well as a sleeper bottom surface 14, which is opposite the sleeper top surface 13 and is designed to rest on the ballast bed 6. The sleeper top surface 13 comprises two rail support areas 15a, 15b, in which the track rails 8 are in contact with the track sleeper 9.1. Particularly in the area of ​​switches, more than two rail support areas 15a, 15b can be provided.

[0068] The sleeper underside 14 has, in particular consists of, two ballast contact surfaces 16a, 16b oriented obliquely to the horizontal plane 12. The two ballast contact surfaces 16a, 16b form a groove-shaped depression 17 on the sleeper underside 14. The groove-shaped depression 17, or the main extension direction of the respective ballast contact surfaces 16a, 16b, are oriented parallel to the central longitudinal axis 10.

[0069] Between the sleeper top side 13 and the sleeper bottom side 14, the respective track sleeper 9.1 has a sleeper front side 18, a sleeper back side 19 and two sleeper end sides 20, 21.

[0070] The track sleepers 9.1 are shown in further detail in Fig. 3A. The track sleeper 9.1 has a total height H in the vertical direction in the range of 6 cm to 30 cm, in particular 16 cm. The two rail contact surfaces 16a, 16b are oriented obliquely to the horizontal plane 12, in particular at an angle a of 8°.

[0071] The rail contact surfaces 16a, 16b extend in particular into an area below the rail support areas 15a, 15b. The arrangement of the ballast contact surfaces 16a, 16b below the rail support areas 15a, 15b means that the rail support areas 15a, 15b overlap the ballast contact surfaces 16a, 16b in a plan view. The ballast contact surfaces 16a, 16b extend into a central area of ​​the sleeper underside 14, which is spaced a distance s of 2 cm from an edge 22 of the sleeper underside 14.

[0072] The two ballast contact surfaces 16a, 16b are inclined in the direction of the central longitudinal axis 10. This means that a normal vector 23 to the surface of the track sleeper 9.1 in the area of ​​the ballast contact surface 16a, 16b has a horizontal component 24 pointing in the direction of the central longitudinal axis 10.

[0073] The sleeper underside 14 is concave in a vertical section oriented parallel to the rail longitudinal direction 11. The sleeper underside 14 is mirror-symmetrical to a vertical plane through the central longitudinal axis 10 and to a vertical plane oriented parallel to the rail longitudinal direction 11 through the center of gravity of the track sleeper 9.1.

[0074] The recess 17 has a vertical extension h of 2 cm. A volume V of the recess 17, which is enclosed in particular between the sleeper underside 14 and a smallest convex envelope of the track sleeper 9.1, is 15 dm 3 .

[0075] The track sleeper 9.1 can comprise, in particular consist of, concrete, in particular reinforced concrete, in particular prestressed concrete, and / or a plastic and / or wood and / or steel and / or a composite material, preferably with at least one of the aforementioned materials, in particular a fiber composite material. The functionality of the track bed 1, in particular of the respective track sleeper 9.1, is as follows:

[0076] When a track vehicle 2 travels along the track 1, the weight force F of the track vehicle 2 is transferred to the track grid 7 via rail wheels 2a. The weight force F is transferred to the ballast bed 6 as a distributed load f via the underside 14 of the sleepers, in particular via the ballast contact surfaces 16a, 16b.

[0077] Due to the orientation of the ballast contact surfaces 16a, 16b at an angle to the horizontal plane 12, the surface load f transferred to the ballast bed 6 has a horizontal component, which is oriented in particular parallel to the horizontal component 24 of the normal vector 23. This causes a horizontal displacement of the track ballast 25.

[0078] The ballast contact surfaces 16a, 16b are inclined in the direction of the central longitudinal axis 10. This ensures that the horizontal component of the force transmitted to the track ballast 25, particularly in a plan view, is also oriented in the direction of the central longitudinal axis 10. In other words, the horizontal component of the distributed load f drives the track ballast 25 below the track sleeper 9.1. This advantageously reliably counteracts the displacement of the track ballast 25 from an area below the track sleeper 9.1. The formation of cavities beneath the track sleeper 9.1 is avoided. The intervals at which tamping of the ballast bed 6 is required are extended. The track sleeper 9.1 is thus particularly cost-effective to maintain and economical to operate. During repeated travel on the track with track vehicles 2, the track grid 7.1 is cyclically subjected to corresponding weight forces F. Accordingly, the track ballast 25 below the track sleepers 9.1 is cyclically subjected to a horizontal force component directed beneath the track sleeper 9.1. As a result, the track ballast 25 is continuously conveyed beneath the track sleepers 9.1 and held there, in particular with the desired increased ballast density.

[0079] Particularly preferably, the angle a of the ballast contact surfaces 16a, 16b is determined such that a predetermined ballast density is achieved under the track sleeper 9.1. For different ballast densities across the sleeper underside 14, the sleeper underside 14 can have ballast contact surfaces 16a, 16b with different inclinations relative to the horizontal plane 12 and / or ballast contact surfaces 16a, 16b with different inclinations.

[0080] Further embodiments of track sleepers 9.2, 9.3, and 9.4 are described in Figs. 3B to 3D. The ballast contact surfaces 16a, 16b of track sleeper 9.2 have a larger angle a of 12°. The vertical extension h is correspondingly larger.

[0081] The track sleeper 9.3 has four ballast contact surfaces 16a, 16b, 16c, 16d. This allows a particularly large angle a to be achieved for a given vertical extension h of the recess 17. In particular, the underside of the sleeper is sawtooth-shaped, with two teeth 26 formed on both sides of a vertically oriented plane of symmetry through the central longitudinal axis 10. These teeth 26 further increase the horizontal positional stability of the track sleeper 9.3. Outwardly directed ballast contact surfaces 16e, 16f have no effect, or at most a slight effect, on the conveying movement of the track ballast 25 under the track sleeper 9.3, since their surface area is small and their orientation is approximately vertical.

[0082] The track sleeper 9.4 is mechanically particularly robust. At a distance s from the edge 22 of the sleeper underside 14, the underside 14 is horizontal, i.e., without a ballast contact surface oriented at an angle to the horizontal plane 12. The distance s can be, for example, 4 cm. This avoids a mechanically sensitive edge with an acute angle.

[0083] Four further embodiments of track sleepers 9.5 to 9.8 are described with reference to Figs. 4 to 5D. In contrast to the track sleepers 9.1 to 9.4 described above, the track sleepers 9.5 to 9.8 have basin-shaped depressions 17. Additional ballast contact surfaces 16c, 16d arranged on the end faces are inclined in the direction of a center of gravity of the respective track sleeper 9.5 to 9.8, in particular in the direction of the rail support areas 15a, 15b. The load f transferred to the ballast bed 6 has a horizontal component in the region of the end-face ballast contact surfaces 16c, 16d, which is directed along the central longitudinal axis 10 or in the transverse rail direction, in particular in the direction beneath the respective track sleeper 9.5 to 9.8. The advantage of this is that the end faces of the respective track sleepers 9.5 to 9.8 are reliably lined with track ballast 25.

[0084] The ballast contact surfaces 16c, 16d of track sleeper 9.5 are inclined to the horizontal plane 12 at an angle ß of 20°. The ballast contact surfaces 16c, 16d extend to the edge 22 of the sleeper underside 14. In track sleeper 9.6, the ballast contact surfaces 16c, 16d are arranged at a distance s of 4 cm from the edge 22.

[0085] In the case of the track sleeper 9.7, there is a smaller angle ß between the ballast contact surfaces 16c, 16d and the horizontal plane 12.

[0086] The track sleeper 9.8 has additional ballast contact surfaces 16d, 16e, which form teeth 26a, 26b. This increases the stability of the track sleeper 9.8 in the longitudinal direction of the sleeper, particularly in the direction of the central longitudinal axis 10.

[0087] Further embodiments of track sleepers 9.9, 9.10 are described with reference to Figs. 6 to 7B. The track sleepers 9.9, 9.10 each have two groove-shaped recesses 17a, 17b. The groove-shaped recesses 17a, 17b are oriented parallel to the longitudinal direction 11 of the rail, in particular perpendicular to the central longitudinal axis 10, and horizontally. The groove valley is decisive for determining the orientation of the recesses 17a, 17b.

[0088] The recesses 17 are arranged below the rail support areas 15a, 15b. In other words, the rail support areas 15a, 15b overlap the recesses 17a, 17b and / or the bale contact surfaces 16a, 16b.

[0089] The ballast contact surfaces 16a, 16b are inclined toward the rail support areas 15a, 15b. Preferably, the ballast contact surfaces 16a, 16b are oriented parallel to the rail longitudinal direction 11. The ballast contact surfaces 16a, 16b exert a horizontal force component on the track ballast 25, which acts in the direction of an area vertically below the rail support areas 15a, 15b. This reliably ensures that the area below the rail support areas 15a, 15b is reliably filled with track ballast 25, in particular that a high ballast density is present there.

[0090] The ballast contact surfaces 16a, 16b of track sleeper 9.9 are adjacent to each other. In contrast, the ballast contact surfaces 16a, 16b of track sleeper 9.10 are arranged at a distance x of approximately 20 cm from each other.

[0091] The distance x can be determined such that the area below the track sleeper 9.10, in which compaction of the track ballast 25 takes place, has the desired dimensions.

[0092] Fig. 8 shows another embodiment of track sleepers

[0093] 9.11. Two recesses 17a, 17b are provided corresponding to the track sleeper 9.9 in Fig. 6. Additionally, a recess 17c is provided corresponding to the track sleeper 9.1 in Fig. 2. The recesses 17a, 17b, and 17c intersect at an angle of 90°. A crossing area 27a, 27b, in particular a crossing point, lies below the respective rail support area 15a, 15b. In particular, the respective rail support area 15a, 15b overlaps the respective crossing area 27a, 27b.

[0094] Fig. 9 shows another embodiment of track sleepers

[0095] 9.12. The respective track sleeper 9.12 has at least one, in particular two, basin-shaped depressions 17a, 17b. The basin-shaped depressions 17a, 17b have side surfaces oriented obliquely to the horizontal plane 12, in particular the ballast contact surfaces 16a to 16d. The rail support areas 15a, 15b overlap the depressions 17a, 17b in a plan view. The ballast contact surfaces 16a to 16d exert a horizontal force on the track ballast 25, which is directed in the direction below the rail support areas 15a, 15b.

[0096] A method for maintaining a track 1 is described with reference to Figs. 10 to 12. Furthermore, a further advantage of the track sleepers 9.1 to 9.12 is described in this context.

[0097] In Figs. 10 and 11, track processing units 3, in particular track tamping units 4, are shown in a penetration position, in which tamping picks 28 of the track tamping units 4 penetrate the ballast bed 6. To compact the ballast bed 6, particularly in the area beneath the track sleepers 9.12, the tamping picks 28 are subjected to a vibrating motion and a settling motion. This causes the track ballast 25 to be displaced, particularly into an area beneath the track sleepers 9.12. When the track ballast 25 comes into contact with the respective ballast contact surface 16a, 16b, 16c, 16d, forces are exerted on the track ballast 25 with a horizontal force component, as when a track vehicle 2 travels on the track 1, acting in the direction below the track sleeper 9.12, in particular below the respective rail support area 15a, 15b.

[0098] The beneficial effect of the sleepers 9.1 to 9.12 on the integrity of the track 1 therefore occurs not only when track vehicles 2 travel on the track 1, but also in particular when acting on the track ballast 25 by means of a track processing unit 3, in particular a track tamping unit 4. In Fig. 12, a stabilizer unit 5 is arranged on the track grid 7.5. The stabilizer unit 5 introduces vibratory movements into the track grid 7.5, which leads to a relative movement of the sleeper 9.5 with respect to the track ballast 25. Here, too, the ballast contact surfaces 16a to 16d exert forces on the track ballast 25, the horizontal component of which is directed in the direction below the sleeper 9.5.

[0099] Further embodiments of track sleepers 9.13, 9.14 are described with reference to Figs. 13 to 16. Their respective sleeper underside 14 is designed asymmetrically, in particular with respect to a plane oriented vertically and parallel to the rail longitudinal direction 11 and / or to the central longitudinal axis 10. In particular, the respective recess 17 is designed asymmetrically, in particular with respect to a plane oriented vertically and parallel to its longitudinal direction.

[0100] The track sleeper 9.13 shown in Figs. 13 and 14 has two recesses 17a, 17b below the respective rail support area 15a, 15b. The recesses 17 are groove-shaped and oriented parallel to the longitudinal direction of the rail. Their ballast contact surfaces 16a, 16b are inclined at different angles a1 of 8° and a2 of 45° to the horizontal plane 12. This ensures that the horizontal force component acting on the track ballast 25 has a preferred direction due to the different inclinations of the ballast contact surfaces 16a, 16b relative to the horizontal plane 12. In other words, a force directed along the central longitudinal axis 10 results on the track sleepers 9.13 when a vertical load is applied to the track rails 8.This can be used, for example, to achieve a particularly reliable positional fixation of the track grid 7 in the area of ​​curves and / or switches, in particular to generate a counterforce to a transverse force transmitted to the rails 8, in particular due to operating loads or traffic loads, for example to a centrifugal force acting on the track vehicle 2 in a curve.

[0101] The sleepers 9.14 and 9.15 shown in Figs. 15 to 16B have corresponding groove-shaped recesses 17, which, however, are oriented parallel to the central longitudinal axis 10. This can counteract braking forces and / or acceleration forces, particularly on steep inclines on hills and / or at a track head.

[0102] With reference to Fig. 16B, an embodiment of a track sleeper 9.15 is described in which the distances si, S2 between the ballast contact surfaces 16a, 16b and the nearest edge 22 of the sleeper underside 14 are different. The distance si is 4 cm and the distance S2 is 2 cm. In this embodiment, the heights zi and Z2 of the sleeper front 18 and the sleeper rear 19 are also different. In particular, the height zi of the sleeper front 18 is 10 cm and the height Z2 of the sleeper rear 19 is 16 cm. The differences in the distances si, S2 or the heights zi, Z2 can be combined with any embodiments of track sleepers 9.1 to 9.17.

[0103] A further embodiment of a track sleeper 9.16 is described with reference to Fig. 17. In contrast to the track sleepers 9.1 to 9.15 described above, the respective depression 17a, 17b has a surface with more than one, in particular with more than two, in particular with four, edges oriented parallel to one another. As a result, the respective depression 17a, 17b is polygonal, in particular faceted, in shape. Adjacent ballast contact surfaces 16a, 16c and 16b, 16d have different angles ai.2 to the horizontal plane 12, wherein they are preferably inclined about the same horizontal axis relative to the horizontal plane. Preferably, the angle ai.2 of those ballast contact surfaces 16c, 16d that are arranged closer to a bottom of the depression 17a, 17b is smaller relative to the horizontal plane 12 than the angle at ballast contact surfaces 16a, 16b arranged further away.Such a design of a recess 17a, 17b with more than two parallel oriented bend lines can be combined with any embodiment of track sleepers 9.1 to 9.17.

[0104] A further embodiment of a track sleeper 9.17 is described with reference to Figs. 18 to 21. The track sleeper 9.17 corresponds essentially in shape to the track sleeper 9.5 in Fig. 4. In contrast to the track sleeper 9.5, the track sleeper 9.17 has a sleeper sole 29 on the at least one ballast contact surface 16a to 16d, in particular over the entire sleeper underside 14. The track sole 29 is formed in one piece. Preferably, the track sole 29 is preformed according to the shape of the recess 17. The sleeper sole 29 can be produced using an injection molding process. Preferably, the sleeper sole 29 is glued to the sleeper underside 14.

[0105] In principle, the sleeper base 29 can be prefabricated and subsequently attached to the sleeper underside 14, or it can be produced or formed, in particular preformed, directly on the sleeper underside 14, for example, by means of an injection molding process. The sleeper base 29 preferably has elastic and / or damping properties. The sleeper base 29 preferably comprises a plastic material and / or a rubber material, in particular it consists thereof.

[0106] The sleeper base 29 preferably has a, in particular constant, thickness t of 1 cm

[0107] In principle, each of the described track sleepers 9.1 to 9.17 can be formed with at least one corresponding sleeper base 29, preferably at least in the area of ​​the at least one ballast contact surface, in particular over the entire surface. The sleeper base 29 advantageously ensures that forces between the track ballast 25 and the track sleeper 9.17 are reduced, thereby extending their respective service life, reducing noise pollution and structure-borne sound, and / or increasing the positional stability of the track grid 7. This makes the track deck 1 particularly robust and economical in operation.

[0108] The track sleepers 9.1 to 9.17 ensure a particularly stable arrangement of the track grid 7 on the ballast bed 6, reduce maintenance requirements, and are particularly economical in operation. The at least one ballast contact surface 16a to 16d, oriented obliquely to the horizontal plane 12, ensures that the formation of cavities is counteracted in the area directly beneath the track sleepers 9.1 to 9.17, in particular that the desired compaction state of the track ballast 25 is achieved. The horizontal force component exerted on the track ballast 25 by the at least one ballast contact surface 16a to 16d conveys the track ballast 25 beneath the track sleepers 9.1 to 9.17. A corresponding displacement movement is achieved in particular when a track processing unit, in particular a track tamping unit and / or a stabilizer unit or a lifting and lowering unit, acts on the track 1.This makes track maintenance particularly efficient and economical. A track 1 constructed with one of the sleepers 9.1 to 9.17 is particularly robust, low-maintenance, and cost-effective in operation.

Claims

Patent claims 1. Track sleeper (9.1 - 9.17) for a ballast bed (6), comprising 1.1 a sleeper top (13) for supporting track rails (8), and 1.2 a sleeper underside (14) opposite the sleeper upper side (13) for resting on the ballast bed (6), characterized in that 1.3 the sleeper underside (14) has at least one ballast contact surface (16a - 16d) oriented obliquely to a horizontal plane (12) for exerting a horizontal force on the track ballast (25) of the ballast bed (6).

2. Track sleeper (9.1 - 9.17) according to claim 1, characterized in that a height (H) of the sleeper underside (14) in the vertical direction is a maximum of 80 mm and / or is in a height ratio of a maximum of 1: 1 to the total height (H) of the track sleeper (9.1 - 9.17).

3. Track sleeper (9.1 - 9.17) according to claim 1 or 2, characterized in that an area ratio between the at least one ballast contact surface (16a - 16d) and the total area of ​​the sleeper underside (14) is at least 1:

10.

4. Track sleeper (9.1 - 9.17) according to one of the preceding claims, characterized in that an angle (α, ai, a2, β) between the at least one ballast contact surface (16a - 16d) and the horizontal plane (12) lies in a range from 2° to 87°, in particular in a range from 3° to 45°.

5. Track sleeper (9.1 - 9.17) according to one of the preceding claims, characterized in that the at least one ballast contact surface (16a - 16d) is inclined in the direction of a central longitudinal axis (10) of the track sleeper (9.1 - 9.17).

6. Track sleeper (9.1 - 9.17) according to one of the preceding claims, characterized in that the at least one ballast contact surface (16a, 16b) is inclined in the direction of at least one rail support region (15a, 15b) of the sleeper upper side (13).

7. Track sleeper (9.1 - 9.17) according to one of the preceding claims, characterized in that the at least one ballast contact surface (16a - 16d) extends into a region which has a horizontal distance (s) of at least 2 cm from an edge (22) of the sleeper underside (14).

8. Track sleeper (9.1 - 9.17) according to one of the preceding claims, characterized in that the at least one ballast contact surface (16a, 16b) is oriented parallel to a central longitudinal axis (10) or parallel to the rail longitudinal direction (11).

9. Track sleeper (9.1 - 9.17) according to one of the preceding claims, characterized in that the sleeper underside (14) is concavely shaped at least in sections.

10. Track sleeper (9.1 - 9.17) according to one of the preceding claims, characterized in that the sleeper underside (14) has at least one groove-shaped and / or basin-shaped depression (17, 17a, 17b, 17c).

11. Track sleeper (9.1 - 9.17) according to claim 10, characterized in that the at least one recess (17, 17a, 17b, 17c) has a vertical extension (h) of at least 1 cm and / or a volume (V) of at least 1 dm 3 has.

12. Track sleeper (9.1 - 9.17) according to one of the preceding claims, characterized in that the underside of the sleeper (14) is mirror-symmetrical to a vertical plane.

13. Track sleeper (9.1 - 9.17) according to one of claims 1 to 11, characterized in that the underside of the sleeper (14) is asymmetrical.

14. Track sleeper (9.1 - 9.17) according to one of the preceding claims, characterized by a sleeper sole (29) on the at least one ballast contact surface (16a - 16d).

15. Track sleeper (9.1 - 9.17) according to claim 14, characterized in that the sleeper sole (29) is manufactured as a prefabricated part separately from the track sleeper (9.1 - 9.17) and is subsequently attached to the track sleeper (9.1 - 9.17).

16. Track sleeper (9.1 - 9.17) according to claim 14, characterized in that the sleeper sole (29) is applied to the track sleeper (9.1 - 9.17) in a primary forming process.

17. Track (1), comprising 17.1 several sleepers (9.1 - 9.17) according to one of claims 1 to 16 on a ballast bed (6), and 17.2 at least two track rails (8) arranged on the track sleepers (9.1 - 9.17).

18. Method for maintaining a track (1) according to claim 17, comprising the steps: 18.1 Arranging at least one track processing unit (3) on the track (1), 18.2 Generating a relative movement of the track ballast (25) to at least one of the track sleepers (9.1 - 9.17) by means of the at least one track processing unit (3), and 18.3 Conveying the track ballast (25) under the at least one track sleeper (9.1 - 9.17) due to contact forces between the track ballast (25) and the at least one ballast contact surface (16a - 16d).

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