Formwork element for producing a rail support body

Abstract

: The invention relates to a formwork element (1) for producing a rail support body (26) on a ballastless track (25) of a track body, comprising a central formwork section (2) for forming a support surface for supporting an underside of a rail base (16, 17) and two outer formwork sections (3) for forming lateral support shoulders (27) protruding from the support surface for laterally supporting a rail base (16, 17), wherein, to form the respective support shoulder (27), the outer formwork sections (3) each delimit a lateral chamber (4) which can be filled with a curable filling compound and which is designed to be open towards an underside facing the ballastless track (25), and at least one of the lateral chambers (4) has a filling opening for the filling compound, and wherein in each case at least one holding element (9) is arranged in the lateral chambers (4) for supporting a reinforcing element (21) which extends out from the lateral chamber (4) beyond the open underside.

Description

[0001] Formwork element for the production of a rail support body

[0002] The invention relates to a formwork element for the production of a rail support body on a fixed track bed of a railway track.

[0003] The invention further relates to a track body comprising a fixed roadway, rail support bodies arranged on the fixed roadway and rails supported on the rail support bodies with at least one rail support in between, as well as a method for manufacturing such a track body.

[0004] A track bed with a slab track typically comprises a concrete base course laid above a load-bearing substructure, such as a compacted ballast bed or a support slab. The concrete base course has a flat top surface, which forms the actual track. On the track, the rails are supported at numerous points, often with intermediate rail support plates, and connected directly or indirectly to the slab track by means of rail fasteners. An elastic intermediate layer is usually arranged between the rail support plates and the slab track, serving to decouple structure-borne noise between the rails and the slab track.

[0005] Various methods for constructing a fixed track are known in the art, in particular the so-called top-down and bottom-up installation methods. In top-down installation, supports are first pre-assembled on the rails, and the rails are then positioned and aligned at a vertical distance from the substrate. An elastic intermediate layer is typically arranged on the underside of the supports. After the rails are positioned, the fixed track, usually made of concrete, is poured into the space between the substrate and the rail supports, and around the rail supports, so that they are supported on the fixed track. A disadvantage of this method is that the elastic intermediate layer arranged on the underside tends to sag before the fixed track is poured.This leads to an uneven, point-like contact of the rail supports with the fixed track and, consequently, to an uneven distribution of the forces transmitted from the rails to the supports into the fixed track. To prevent sagging of the elastic intermediate layer, it is often fixed using adhesive tapes or similar materials, which, however, is very time-consuming.

[0006] In bottom-up installation, the fixed track surface is first constructed and cured. Then, rail supports, for example in the form of base plates, are mounted on the fixed track surface. Finally, the rails are positioned on the rail supports and fastened to them. A disadvantage of this method is that the subsequent installation of the supports on the fixed track surface and their precise measurement and alignment are very time-consuming and labor-intensive. It is also known to integrate rail supports into the fixed track surface during its construction.According to the prior art, as described in EP 715021 Al, receiving devices for the individual railway rails and their rail fastening devices are designed as rail support elements. These elements consist of raised edges molded onto the precast concrete roadway slabs and bearing surfaces for the rail fastening devices that are raised above the surface of the concrete roadway slabs. By manufacturing them using the cast-in-place concrete method, in conjunction with the continuous production of the entire concrete roadway slab, the rail support elements are monolithically integrated into the upper concrete layer using a bottom-up process and anchored in the concrete layers via the reinforcement components. The rail support elements are manufactured using a suitable formwork element.

[0007] In the method described in EP 735189 A1, rail bearing bases are cast onto the previously poured concrete roadway slab using a wet-on-wet process. For this purpose, formwork frames for the bearing bases are placed on the concrete roadway slab, with the rail bearing plates serving as permanent upper formwork elements and embedded within the bearing bases. The grout is then poured within the formwork frames and onto the rail bearing plates to form the bearing bases. The rail bearing plates are simultaneously cast and aligned. Together with the embedded anchor bolts, they form the connection to the anchor anchors, which are embedded in grout chambers in the concrete roadway slab.

[0008] Document DE 10163771 B4 describes a rail support for slab track, designed as a precast concrete element. The support has a receiving area for rail fasteners and protruding pins on the underside for anchoring. It is intended to be subsequently pressed into the still deformable subgrade of a slab track, with recesses on the longitudinal sides enabling precise positioning.

[0009] Document DE 19627672 A1 describes a method for producing a concrete roadway slab for a high-speed rail line, equipped with rail support elements. First, the concrete roadway slab is poured using a slipform paver without recesses for the rail support elements. Then, as the automated process progresses, bonded anchors made of reinforcing steel are pressed into the still-fresh concrete roadway slab by a bonded anchor setting machine that travels along the length of the slab. This is done according to the spacing of the rail support elements to be produced, which is determined by the bonded anchor setting machine.After the concrete roadway slab has sufficiently hardened, the rail support elements, which are also made of concrete, are concreted onto the concrete roadway slab, with the composite anchors projecting above the concrete roadway slab being embedded in the rail support elements.

[0010] Rail support bodies typically have a central section that serves to vertically support the rails. Specifically for direct rail fastenings, lateral support shoulders usually extend beyond the central section on both sides. These lateral support shoulders, using individual angled guide elements, serve to guide a rail directly attached to the rail support body on each side, preventing lateral pivoting of the rails supported on the central section of the rail support body and thus increasing the lateral stiffness of the track.

[0011] The present invention is based on the objective of providing a formwork element for a rail support body and a track bed, and a method for its manufacture, by means of which the disadvantages of the prior art are overcome or at least mitigated. The present invention aims in particular to provide an efficient and cost-effective method for the in-situ production of concrete supports for fixed track beds, without relying on heavy, automated special-purpose machines or large precast segments. It should enable simple support for the elastic layer and simple fastening of the formwork for the support. Furthermore, manufacturing should be carried out using a top-down process, and high compatibility with common components and systems for rail fastening should be ensured. Overall, the invention should provide a time-saving,The invention offers a flexible and economical solution for the on-site production of slab track supports, overcoming the disadvantages of previous methods such as the mandatory use of machinery, high transport costs, and longer installation times. To solve these problems, the invention, according to a first aspect, provides a formwork element for producing a rail support body on a slab track of a railway track, comprising a central formwork section for forming a support surface for supporting the underside of a rail support and two outer formwork sections for preferably forming lateral support shoulders projecting beyond the support surface for lateral support of a rail support, wherein the outer formwork sections, preferably forming the respective support shoulders, each define a lateral chamber that can be filled with a hardenable grout.the underside is open towards the fixed roadway, and at least one of the lateral chambers has a filling opening for the backfill material, and wherein at least one retaining element for supporting a reinforcement element extending from the lateral chamber beyond the open underside is preferably arranged in each of the lateral chambers.

[0012] This type of formwork element design, combined with the top-down method, reliably prevents the elastic rail support from sagging during the manufacturing process. In the top-down method, the rails, along with the attached rail supports and the downward-facing formwork elements, are first fixed in the desired position before the fixed track and the rail support structure are constructed. The formwork element has a central section that provides a support surface for the rail support. This direct attachment of the formwork element to the rail support creates a flat and stable base from the outset, allowing the elastic layer to rest evenly and preferably across its entire surface.In addition, the lateral support shoulders of the formwork element provide lateral guidance and stabilization of the rail base, effectively preventing slippage or displacement of the base under load or during the construction of the slab track.

[0013] The present invention enables the formation of an in-situ manufactured rail support body made of concrete or another material suitable as a backfill material using a top-down method. By using the formwork element according to the invention, which is attached directly to the rail substrate, the rail support body can be efficiently manufactured on site. The formwork element serves as a shaper for the central section of the support body, which provides vertical support for the rail, as well as for the lateral support shoulders, which offer additional lateral load-bearing capacity and stability. Shear forces on detachable fasteners, such as screws, are prevented.Anchor bolting of a rail support, caused by lateral forces introduced during ferry operation, is prevented by the support shoulders, thus ensuring dimensional stability even for bores or dowels for the fastening devices, as well as for fastening devices that have a lower capacity to absorb a shear force.

[0014] By filling the formwork element with concrete or another suitable filler material, a monolithic rail support structure is created, which is optimally adapted to the respective mechanical and geometric requirements and exhibits high strength and durability. Preferably, the formwork element below the support surface is completely filled with the flowable filler material, and the support surface is filled with a full, supportive layer, so that the hardened filler material provides a smooth and solid base for the support surface.

[0015] The open design of the lateral chambers in the outer formwork sections, facing the track bed, allows for a direct connection between the rail support body and the track bed. This ensures optimal force transmission and secure anchoring of the rail support body to the track bed. In particular, the lateral chambers have an open underside facing the track bed's substrate.

[0016] The same applies to the central formwork section if, as is preferably provided, the central formwork section defines at least one central chamber which is openly connected to the lateral chambers and is open to the underside, and in particular has an open underside facing the subgrade of the fixed track. Furthermore, this design enables integrated manufacturing of the rail support body, in which both the at least one central chamber and the lateral chambers can be filled with concrete or another grout in a single operation. Due to the open connection between the at least one central chamber and the lateral chambers, the grout can flow freely between the chambers and form a monolithic structure of the rail support body.The filling opening for the filler material in at least one of the lateral chambers facilitates filling the formwork element with the hardenable filler material. This ensures a uniform and complete filling of the formwork element and thus high quality and strength of the resulting rail support structure. Although only one of the lateral chambers can be provided with a filling opening, it is advantageous if each of the two lateral chambers has its own filling opening, which also serves to allow displaced air to escape from both sides.

[0017] After the backfill material has been poured into the formwork element, this protects the freshly poured cement-based backfill from premature drying, thus eliminating the need for re-wetting. In particular, the filling openings can be sealed with cover caps for this purpose.

[0018] In a preferred embodiment of the invention, at least one lateral chamber of the formwork element is open towards an upper surface facing away from the fixed track. This open upper surface serves as a filling opening for the backfill material, in particular concrete, for the production of the rail support body. The arrangement of the filling opening on the upper surface of the lateral chamber facilitates easy filling of the backfill material.

[0019] A further advantage of the formwork element according to the invention lies in the arrangement of at least one retaining element in the lateral chambers for supporting a reinforcement element extending beyond the open underside. These reinforcement elements provide additional anchorage of the rail support body in the area of ​​the support shoulders in the fixed track bed. The retaining elements ensure the positioning of the reinforcement elements during the manufacturing process. The arrangement of the reinforcement element in the support shoulder improves the absorption of the lateral forces emanating from the rail in the rail support body.

[0020] In direct bolting, the rail is bolted directly to the fixed track bed. Special bolted connections are used, which are embedded directly into the fixed track bed. The rail is then rigidly connected to these bolted connections or spring-loaded using clamps, creating a direct, force-fit connection between the rail and the track bed that is relatively inexpensive to implement.

[0021] In contrast, with indirect bolting or rail fastening, the connection between the rail and the fixed track is made, for example, via a base plate. The rail is first positioned on the base plate and bolted or otherwise fastened to it. The base plate itself is then connected to the fixed track. With this indirect rail fastening, the force is transmitted from the rail to the fixed track via the base plate. Indirect bolting offers several advantages over direct bolting. For example, the base plate provides additional decoupling between the rail and the track, which can contribute to improved noise and vibration damping. Indirect bolting offers, above all, greater flexibility in rail fastening in the turnout area.To enable the rail support to be bolted through the rail support body into the fixed track, a preferred embodiment provides that the central formwork section has openings for the passage of fastening screws. This arrangement, in combination with the described reinforcement elements extending from the support shoulders into the fixed track, achieves a particularly stable and laterally load-bearing connection between the rail support and the fixed track. By adjusting the reinforcement, the support shoulders can be designed for a lateral load capacity of, for example, 30 kN to 70 kN.

[0022] A further preferred embodiment of the invention provides that the central formwork section of the formwork element has dowels connected to the underside of the openings, the longitudinal axis of which is aligned with the openings for the fastening screws. In particular, it is provided that the dowels seal the openings against the escape of grout and that fastening screws can be screwed into the dowels through the openings. These dowels are cast directly into the concrete track bed during the casting process, thus forming an integrated anchorage between the rail support body and the concrete track bed. Casting the dowels into the concrete track bed creates a material-fit connection that ensures optimal force transmission and high long-term stability.The dowels can be designed, for example, as sleeves or tubes that protrude from the underside of the central formwork section of the formwork element. The fastening screws are preferably pre-installed in the dowels during the pouring of the concrete pavement and may need to be tightened after the pavement has hardened.

[0023] In a preferred embodiment of the invention, the central formwork section of the formwork element has three central chambers that are openly connected to the lateral chambers and are open towards the underside, in particular forming an open underside together. Two backfillable longitudinal sections of the central formwork section mechanically connect the lateral formwork sections to each other and form a first and a second central chamber, respectively. A third central chamber is arranged between these two central chambers, which is preferably open towards the top. This third central chamber forms a section of the rail support body that vertically supports the rail and on which the rail support indirectly rests, namely by interposing at least one formwork section in contact with the elastic layer.The first and second middle chambers, on the other hand, form lateral sections of the rail support body, which are arranged laterally outside the rail base. The two backfillable longitudinal sections and the lateral chambers thus form a cavity within the formwork element, which, after being filled with the backfill material, forms a monolithic part of the rail support body that completely encloses the rail base in the vertical direction.

[0024] In a further preferred embodiment of the invention, the backfillable longitudinal sections of the central formwork section support a separate formwork panel that covers the third central chamber. This formwork panel serves as the upper closure of the third central chamber and forms a flat support surface for the rail base. The formwork panel can, for example, be made of a resistant material such as steel or plastic and is preferably detachably connected to the longitudinal sections. Apart from the separate formwork panel, the formwork body is preferably formed in one piece. Alternatively, the third central chamber can be closed at the top by an integrated formwork wall, so that the formwork element is formed entirely in one piece.

[0025] However, providing a separate formwork panel allows this panel to be made of a stiffer material than the rest of the formwork element, thus effectively counteracting sagging of the elastic layer and enabling it to withstand the expected loads of ferry operations. Furthermore, providing a separate element allows for the selection of a formwork panel that is adapted to the optionally variable longitudinal extent of a multi-part formwork element.

[0026] In this context, a preferred embodiment of the formwork element provides that the longitudinal sections for changing the longitudinal extent of the formwork element each consist of telescopically sliding parts. This design allows for flexible adjustment of the formwork element's length to different requirements and installation situations. The telescopically sliding parts can, for example, consist of interlocking profiles that enable stepless length adjustment. This arrangement allows the formwork element to be adapted to different dimensions of base plates or the like without requiring complex modification or replacement of the entire formwork element.

[0027] When selecting the material and wall thickness for the formwork element, it is important to consider that the formwork does not require excessive stability, as its sole purpose is to create a chamber for filling with the fill material. Accordingly, more cost-effective and easier-to-process materials such as thermoplastics can be used. Suitable materials for the formwork element include polypropylene (PP) and polyethylene (PE). These plastics are characterized by their good formability, chemical resistance, and sufficient strength. They can be easily molded into the desired shape. Using thermoplastics allows for cost-effective production of the formwork element, for example, via injection molding, enabling efficient manufacturing. Sustainable, plant-based, and readily biodegradable materials can also be used.The wall thickness of the formwork element can be kept relatively small compared to load-bearing plastic components, as it does not have to withstand high loads. It is important that the formwork element material has sufficient stiffness to maintain its geometric shape and orientation during the construction of the slab pavement or the filling with the backfill material, and to prevent leakage or deformation.

[0028] In connection with the retaining elements integrated into the formwork element for supporting the reinforcement elements, a further preferred embodiment provides that each lateral chamber of the formwork element has two spaced-apart, preferably rib-like, retaining elements that serve to support a reinforcement element designed as a U-shaped reinforcing wire. These retaining elements are arranged such that they hold the U-shaped reinforcing wire in a defined position within the lateral chamber. The retaining elements can, for example, be designed as vertical or inclined ribs that project inwards from the walls of the lateral chamber. The distance between the two retaining elements fixes the reinforcing wire in its position and secures it against displacement or twisting.The U-shape of the reinforcing wire results in the two, preferably parallel, U-legs of the U-shape providing an effective force transmission between the rail support body and the fixed track.

[0029] The retaining elements can also be further developed such that each one has a ring-shaped receptacle into which at least one of the U-shaped legs can be inserted and held against deflection or lifting. The ring-shaped receptacle can, for example, be formed on one of the two webs.

[0030] In a preferred embodiment of the invention, the at least one retaining element in the lateral chamber has a support surface for supporting the reinforcement element, which is arranged above the support surface of the formwork element. This elevated positioning of the support surface ensures that the support shoulder of the rail support body, located at the level of the rail fastening, is laterally secured and reinforced. By arranging the support surface above the support surface, a section of the reinforcement element is positioned in an area of ​​the rail support body that is subject to the greatest lateral loads and forces. The support shoulder experiences high dynamic stress due to rail traffic and therefore requires particularly stable and resilient support.By reinforcing the support shoulder, preferably at least at the level of an end face of a rail support to be provided, the reinforcement element can optimally absorb the forces occurring and transfer them into the solid roadway.

[0031] Typically, indirect rail fastening using a rail support (steel plate) does not require support shoulders, as lateral forces are transferred via more robust anchor bolts. To allow the use of sleeper screws, which are weaker than anchor bolts, for fastening the rail support, lateral forces are transferred from the rail support to the reinforced support shoulders. Ideally, the reinforcement extends at least to the height of the force acting on the end faces of the rail support.

[0032] The length-adjustable formwork element ensures that the rail support is secured to the support shoulders on both sides. If adjustability is not possible, shims are inserted to achieve this.

[0033] The contact surface vertical to the support shoulder is preferably formed by a reinforced plastic plate that can be inserted into the formwork element in order to reduce load peaks between the concrete and steel. Preferably, the plastic plate also forms a wall of the lateral chamber for the support shoulder.

[0034] According to a second aspect, the invention relates to a track body comprising a fixed roadway, rail support bodies arranged on the fixed roadway, and rails supported on the rail support bodies with at least one rail support between them, wherein the rail support bodies are each produced in a formwork element open towards the fixed roadway by filling with a hardenable filling material and are preferably at least partially arranged in this formwork element and have a central section for vertically supporting the rails and preferably two lateral support shoulders projecting beyond the central section, wherein the lower boundary of the formwork element, preferably a circumferential lower edge of the formwork element, is immersed in the fixed roadway.The lateral support shoulders preferably each have at least one reinforcing element extending from above the central section of the support shoulder into the solid track bed. Preferably, the support shoulders project beyond the adjacent end faces of the rail support.

[0035] Preferably, the formwork element has at least one lateral chamber which is provided with a filling opening through which the hardenable filling material is poured.

[0036] Preferably, a lower section of the at least one reinforcement element of the support shoulder is cast directly into the fixed track or its concrete layer, whereby the reinforcement element forms an integrated anchorage between the rail support body and the fixed track. By casting the reinforcement element section by section into the fixed track or its concrete layer during the latter's construction, a form-fit and material-fit connection with the fixed track is created immediately, ensuring optimal force transmission and high long-term stability.

[0037] Preferably, a formwork element is used which is designed according to the first aspect of the invention.

[0038] By immersing the lower boundary of the formwork element, particularly its circumferential lower edge, into the concrete track bed, a secure and continuous seal is created between the formwork element and the concrete track bed during the manufacturing process. This immersion of the lower boundary of the formwork element creates a formwork chamber that is completely enclosed by the concrete track bed. This enclosed formwork chamber provides ideal conditions for filling the gaps to create the rail support structure.

[0039] In a preferred embodiment of the second aspect of the invention, the at least one rail support comprises a base plate and an elastic layer arranged between the base plate and the central section of the rail support body. This arrangement enables effective damping and distribution of the forces acting on the rails and transferring them to the rail support body. The base plate serves as a stable and flat bearing surface for the rails and ensures precise alignment and fixation of the rails on the rail support body. The underlying elastic layer acts as a damping element, absorbing shocks, vibrations, and noise, and ensuring a uniform load distribution on the central section of the rail support body.The elastic layer can be made of various materials such as rubber, plastic or special elastomers, which are tailored to the specific requirements of the track bed.

[0040] In a further preferred embodiment of the invention, the elastic layer of the rail support rests directly on the formwork element, preferably on a formwork panel of the formwork element. A full-surface contact of the elastic layer with the formwork panel is particularly advantageous. This arrangement achieves optimal force transmission and load distribution between the rail support and the rail support body. The formwork panel, together with the evenly adjacent rail support body, forms a flat and stable surface that ensures uniform support of the elastic layer. By having the elastic layer rest fully on the formwork panel, a constant and area-wide damping effect is achieved. Local stress peaks or uneven loads are avoided because the acting forces are distributed over the entire surface of the elastic layer.

[0041] In a further embodiment of the invention, an indirect rail fastening or rail fixing is provided. As already explained, the base plate is anchored to the fixed track bed by fastening screws, preferably sleeper screws, which penetrate the central section of the rail support body. For anchoring the fastening screws, these or surrounding dowels are preferably encased in the section penetrating the rail support body with the hardenable filler material and preferably cast or embedded in the fixed track bed in a lower section. Preferably, the downwardly closed formwork space of the formwork body is therefore bounded on its underside by a flat surface of the fixed track bed and does not include any recesses that would need to be filled with the hardenable filler material to fix the fastening screws or dowels.

[0042] According to a third aspect, the invention relates to a method for manufacturing a track body, preferably a track body according to the second aspect of the invention, comprising the following steps:

[0043] - Spatial positioning by measuring rails, preferably connected to each other as a track grid, at a vertical distance from a substrate, wherein at least one rail support is attached to the rails at a plurality of support points at the rail foot and a downwardly open formwork element is attached to the at least one rail support, so that the position and orientation of rail support bodies with the formwork element are determined by the spatial positioning of the rails, wherein the formwork element has a central formwork section for forming a preferably flat support surface for the at least one rail support and preferably two outer formwork sections for preferably forming lateral support shoulders projecting above the support surface and preferably at least one reinforcement element projects out from the outer formwork sections on the open underside of the formwork element.at least a gap between the substrate and the lower boundary of the formwork element, preferably the circumferential lower edge of the formwork element, insofar as it is filled with concrete, such that the concrete extends beyond the lower boundary of the formwork element, in particular beyond the circumferential lower edge of the formwork element, in order to produce the solid roadway or an upper concrete layer thereof,

[0044] - Filling the formwork element with a hardenable filling compound to produce a rail support body, the middle section of which vertically and preferably evenly supports the support surface of the respective support point of the rail.

[0045] In particular, in the second step an upper concrete layer of the solid roadway is produced, with which the downwardly open formwork element is enclosed downwards against the surrounding lower edge in such a way that the middle formwork section remains continuously fillable with a filling material and is sealed against leakage of a subsequently introduced filling material.

[0046] Preferably, a formwork element is used which is designed according to the first aspect of the invention.

[0047] The inventive method provides a top-down process that integrates the positioning of a formwork element and the subsequent in-situ fabrication of a rail support body using this formwork element. The in-situ fabrication of the rail support body is achieved by filling the formwork element with the hardenable filler material, such that the central section of the rail support body vertically supports the bearing surface of the respective support point of the rail. Complete filling of the formwork element is not necessarily required, for example, if the formwork element itself has the required load-bearing capacity in the area of ​​unfilled cavities between the bearing surface and the rail support body, or provides this capacity in combination with the rail support body.

[0048] In a preferred embodiment of the third aspect of the invention, the central formwork section of the formwork element has dowels that are connected to the underside of the openings and project into the space between the substrate and the formwork element. As already mentioned, these dowels are embedded in the concrete when the space is poured with concrete to produce the fixed track and form an anchorage of the rail support body in the fixed track.

[0049] The invention is explained in more detail below with reference to exemplary embodiments illustrated in the drawing. In this drawing, Fig. 1 shows a perspective view of a formwork element according to the invention, Fig. 2 a sectional view of the formwork element of Fig. 1, Fig. 3 a top view of a formwork element of Fig. 1, Fig. 4 a perspective view of the formwork element according to the invention in a state with increased longitudinal extent, Fig. 5 the formwork element of Fig. 4 with a formwork panel, Fig. 6 a perspective view of a formwork element according to the invention in combination with a rail, Fig. 7 a sectional view of a track body, and Fig. 8 a top view of the track body according to Fig. 8.

[0050] The formwork element 1 shown in Figures 1, 2, and 3 has a central formwork section 2 for forming a support surface for a rail base and two outer formwork sections 3 for forming lateral support shoulders projecting beyond the support surface. Each of the outer formwork sections 3 defines a lateral chamber 4, open at the bottom, which can be filled with a hardenable backfill material. The open top surface forms a filling opening for the backfill material. A lateral plate 29 forms a lateral support surface for a rail base. The central formwork section 2 has three central chambers 6, 7, 8, which are openly connected to the lateral chambers 4 and are open at the bottom. Two backfillable longitudinal sections 5 of the central formwork section 2 mechanically connect the lateral formwork sections 3 to each other and form the first and second central chambers 6, 7.Between the first and second middle chambers 6, 7, a third middle chamber 8 is arranged, which is open at the top and bottom and is covered at the top by means of a separate formwork panel 14 (Fig. 5). The separate formwork panel 14 forms the support surface for the rail base.

[0051] In each of the lateral chambers 4, two parallel webs are arranged as retaining elements 9 for supporting a reinforcement element (Figs. 5-7). Fig. 2 shows that the web-like retaining elements 9 have a preferably semicircular recess that forms a support surface 11 for the reinforcement element. Fig. 3 shows that one of the web-like retaining elements 9 has a recess or support surface 11 and the other retaining element 9 has an annular receptacle 12 for inserting a leg of the reinforcement element.

[0052] The middle formwork section 2 additionally has two openings 10 for passing fastening screws, in particular sleeper screws.

[0053] The longitudinal sections 5 can each consist of telescopically sliding parts 5a, 5b, 5c to change the longitudinal extent of the formwork element 1, so that the longitudinal extent of the formwork element 1 is variable in the direction of arrow 13, as shown by way of example in Fig. 4.

[0054] In the illustration according to Fig. 6, the formwork element 1 for a top-down method for producing a track bed is attached to the underside of a rail 15 or rail support. The rail 15 is fastened to a support plate 16 designed as a ribbed plate by means of a hook screw 19 hooked into a rib of the support plate 16, which resiliently presses the tension spring 20 against the rail foot of the rail 15. Below the support plate 16 is an elastic layer 17, which rests directly on the formwork plate 14 of the formwork element 1. The reinforcing wires supported in the lateral chambers 4 of the formwork element 1 on the web-like retaining elements 9 are each labeled 21 and are U-shaped, with the two legs of the U-shape projecting from the underside of the formwork element 1. Fig. Figure 8 shows a top view of the arrangement shown in Figure 6.

[0055] Figure 7 shows a cross-sectional view of a track bed produced using the top-down method and the arrangement shown in Figure 6. For the top-down method, the arrangement shown in Figure 6 is positioned at a vertical distance from a substrate, and a space 23 between the substrate and the formwork element 1 is filled with concrete to such an extent that the concrete extends beyond the circumferential lower edge 24 of the formwork element 1, in order to produce the solid track bed 25. The reinforcement elements 21 and the dowels 22 previously attached to the underside of the formwork element 1 are thereby embedded in the solid track bed 25.

[0056] The remaining interior of the formwork element 1 is then filled from the open top with a hardenable grout, e.g., a cement-based grout, in particular up to the top edge, to produce the rail support body 26. The lateral formwork sections 4 are filled to produce the support shoulders 27 of the rail support body 26, and the central formwork section, namely the first, second, and third central chambers 6, 7, 8, is filled to produce a central section 28 of the rail support body 26.

[0057] At least one of the lateral formwork sections can have a lateral overflow depression on the outside, i.e. on the side facing away from rail 15, so that the filling material runs off to the outside and not onto the fastening system.

Claims

26 Patent claims:

1. Formwork element (1) for producing a rail support body (26) on a fixed trackbed (25) of a track bed, comprising a central formwork section (2) for forming a support surface for supporting an underside of a rail support (16, 17) and two outer formwork sections (3) for preferably forming lateral support shoulders (27) projecting beyond the support surface for lateral support of a rail support (16, 17), wherein the outer formwork sections (3) preferably form the respective support shoulders (27) each define a lateral chamber (4) that can be filled with a hardenable filling material and is open towards an underside facing the fixed trackbed (25), and at least one of the lateral chambers (4) has a filling opening for the filling material, and wherein the lateral chambers (4) preferably at least one retaining element (9) is arranged for supporting a reinforcement element (21) extending from the lateral chamber (4) beyond the open underside.

2. Formwork element according to claim 1, characterized in that the at least one lateral chamber (4) is open towards a top side facing away from the fixed roadway (25).

3. Formwork element according to claim 1 or 2, characterized in that the middle formwork section (2) defines at least one middle chamber (6, 7, 8) which is in open communication with the lateral chambers (4) and is open to the underside.

4. Formwork element according to claim 3, characterized in that the middle formwork section (2) has three middle chambers which are in open communication with the lateral chambers (4) and are open towards the underside, wherein two backfillable longitudinal sections (5) of the middle formwork section (2) each mechanically connect the lateral formwork sections (3) to each other and each form a first or a second middle chamber (6, 7), between which a third middle chamber (8) is arranged, which is preferably open towards the top.

5. Formwork element according to claim 4, characterized in that the longitudinal sections (5) support a separate formwork panel (14) covering the third central chamber (8), which forms the support surface.

6. Formwork element according to claim 4 or 5, characterized in that the longitudinal sections (5) for changing the longitudinal extent of the formwork element (1) each consist of telescopically slidable parts (5a, 5b, 5c).

7. Formwork element according to one of claims 1 to 6, characterized in that each lateral chamber (4) has two spaced-apart, preferably web-like, retaining elements (9) for supporting a reinforcement element (21) designed as a U-shaped reinforcing wire .

8. Formwork element according to one of claims 1 to 7, characterized in that the at least one retaining element (9) has a support surface (11) for supporting the has a reinforcement element (21) that is arranged above the support surface.

9. Formwork element according to one of claims 1 to 8, characterized in that the middle formwork section (2) has openings (10) for passing fastening screws (18).

10. Formwork element according to claim 9, characterized in that the middle formwork section (2) comprises dowels (22) which are connected to the underside of the openings (10) and whose longitudinal axis is aligned with the openings (10).

11. Formwork element according to one of claims 1 to 10, characterized in that the formwork element below the support surface can be completely filled by filling with the filling material and the support surface can be filled in a supportive manner, so that the hardened filling material provides an even or solid base for the support surface.

12. Track body comprising a fixed roadway (25), rail support bodies (26) arranged on the fixed roadway (25) and rails (15) supported on the rail support bodies (26) with at least one rail support (16, 17) placed between them, wherein the rail support bodies (26) are each in a formwork element (1) open towards the fixed roadway (25), preferably a formwork element (1) according to one of the Claims 1 to 11, produced by filling with a hardenable filling compound and preferably at least partially arranged in this, and comprising a central section (28) for vertical support of the rails (15) and preferably two lateral sections projecting beyond the central section (15). 29 have supporting shoulders (27), wherein the lower boundary of the formwork element (1), preferably a circumferential lower edge (24) of the formwork element (1), is immersed in the solid roadway (25).

13. Track body according to claim 12, characterized in that the lateral support shoulders (27) each have at least one reinforcement element (21) extending from above the middle section out of the support shoulder (27) into the solid roadway (25).

14. Track body according to claim 12 or 13, characterized in that the support shoulders extend beyond the adjacent end faces of the rail support.

15. Track body according to claim 12, 13 or 14, characterized in that the hardened filling compound provides an even surface for a support surface for supporting an underside of the rail support.

16. Track body according to one of claims 12 to 15, characterized in that the at least one rail support has a base plate (16) and an elastic layer (17) arranged between the base plate (16) and the central section (28) of the rail support body (26).

17. Track body according to claim 16, characterized in that the elastic layer (17) rests on the formwork element (1), preferably a formwork panel (14) of the formwork element (1), in particular rests on the entire surface. 30 18. Track body according to claim 16 or 17, characterized in that the base plate (16) is anchored to the fixed track (25) by fastening screws (18) , preferably sleeper screws, which penetrate the rail support body (26) in its central section (28).

19. Track body according to one of claims 16 to 18, characterized in that the rail (15) is fastened to the base plate (16) by rail fastening means (19, 20), wherein the rail fastening means (19, 20) preferably comprise clamping clamps (20) which are preferably fastened to the base plate (16) by hook screws (19) which are hooked into a rib of the base plate (16).

20. Track body according to one of claims 12 to 19, characterized in that the rail support (16,17) is supported laterally on the lateral support shoulders, optionally with at least one intermediate layer.

21. Method for manufacturing a track bed, preferably a track bed according to one of claims 12 to 20, comprising the following steps: - spatial positioning by measuring rails (15) preferably connected to each other as a track grid at a vertical distance from a substrate, wherein at least one rail support (16, 17) is attached to the rails (15) at a plurality of support points on the rail foot and a downwardly open formwork element (1), in particular a formwork element (1) according to one of claims 1 to 10, is attached to the at least one rail support (16, 17). 31 such that the position and orientation of rail support bodies are determined by the spatial positioning of the rails with the formwork element (1), wherein the formwork element (1) has a central formwork section (2) for forming a preferably flat support surface for the at least one rail support (16, 17) and preferably two outer formwork sections (3) for preferably forming lateral support shoulders (27) projecting beyond the support surface, and preferably at least one reinforcement element (21) projects out from the outer formwork sections (3) on the open underside of the formwork element (1), at least a gap between the ground and the lower boundary of the formwork element (1), preferably the circumferential lower edge (24) of the formwork element (1), is filled with concrete to such an extent that the concrete extends beyond the lower boundary of the formwork element (1).in particular over the circumferential lower edge (24) of the formwork element (1) , is sufficient to produce the solid roadway (25) or an upper concrete layer thereof, - Filling the formwork element (1) with a hardenable filling compound to produce a rail support body (26) whose central section (28) supports the support surface of the respective support point of the rail (15) vertically and preferably evenly.

22. Method according to claim 21, characterized in that the middle formwork section (2) has dowels (22) on the underside which project into the gap and, when the gap is poured into the solid roadway (25), 32 in particular an upper concrete layer of the same, be embedded .

23. Method according to claim 21 or 22, characterized in that the downwardly open formwork element (1) is fastened to the at least one rail support (16, 17) by means of fastening screws (18) which are screwed into the dowels (22) through bores in the rail support.

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