DE19911467A1 - Track construction with insulated / elastic mounting of rails on a support layer formed around insulating material / elastic material - Google Patents

Abstract

The invention relates to a method for producing a track construction in which the rails (20) are provided with a shock-absorbing/elastic layer, or rail sheathing (18) before a support layer (30) which supports the rails is produced. Said support layer (30) is then moulded around the shock-absorbing/elastic layer from its mouldable support layer material and caused to set. The invention also relates to a track construction (8) produced according to this method and to a rail sheathing (18) used in this production method.

Description

The invention relates to a method for producing a track structure tion with at least two at least one track and in one respective support area on a bound support layer in vertical and laterally with the help of an insulation layer or Elastic layering (hereinafter only called insulation layering) supported rails. With such a method can be for example, create a track superstructure that consists of a solid carriageway Road material with at least one having two rails Track includes and in which the rails with at least one rail foot recorded in a respective longitudinal recess of the road and at least partially insulated / elastically stored in it are with insulated / elastic support of the rails downwards and to the side about elastic material.

In a known manufacturing method for a track con structure, possibly a track superstructure, becomes a concrete slab of a solid Roadway with trough-like recesses (troughs) through a paver manufactured. In these recesses the (not by tie rods connected) rails (e.g. railroad tracks or roads rail tracks) and at a distance from the trough bottom and in the Distance from the trough side walls adjusted using Wedge / wedge elements made of cork. That's why cork is used because of this material cheap, namely damping over structural properties for the transmission of structure-borne noise to the Has concrete slab. After the rails have been adjusted in their troughs the rails in the troughs with one under the trade name Corkelast available elastic cast two-component mass,  that contains cork. One can in this context of a "cork. speak elastic "material. It becomes this well-known track con Structure or this known manufacturing method on an up sentence of Dr. Rüdiger Weng, "INFUNDO - the proven track in the Future ", pages 104, 105, in:" Fixed carriageway ", Edition ETR (special publication of the ETR-Eisenbahntechnische Rundschau), Hestra- Verlag, Darmstadt, referenced in 1997. Furthermore, the German Utility model 297 05 236 U1 referenced.

A disadvantage of this manufacturing process and this rail system stem is that in practice the concrete slab by the paver is not or manufactured so precisely at the most with great, costly effort can be how that would actually be desirable. One becomes therefore often choose the trough-like recesses somewhat larger and may have to also rework manually. This has the consequence that comparatively large amounts of the relatively expensive cork-elastic casting compound required are. The manual rework also has the consequence that none ideal trough with smooth vertical trough walls. Therefore it will to interlock between the casting material and the concrete men. In this case, the rails are difficult to replace. The latter is usually used in ver in curve areas equally shorter distances may be required.

Furthermore, due to the tolerances that occur in practice at Production of the trough-like longitudinal recesses the risk that despite the relatively large dimensions of the troughs a direct support of the shoot NEN on the concrete or a direct lateral contact of the rail the trough side walls can not be prevented, unless one an excessive, costly effort (at least with manual Rework on the troughs in many places and / or with repeated Introduce and adjust the rails in the troughs and - if the The rails lie directly on the concrete - remove the  Rails for rework). You will therefore in practice have to reckon with structure-borne noise bridges exist between rails and concrete.

The laying and adjustment of the rails is known in this The process is also comparatively tedious, since the rails are inside the troughs are difficult to access and for position correction (e.g. wise for higher storage) from the trough have to. In close connection with the bad in practice Manufacturing tolerances of the troughs can hardly or only with difficulty a defi nated underlaying of the rails with the cork-elastic material can be achieved because the distance between the bottom of the rail and the trough bottom will sway. To save Ver Casting plastic pipes to the side of the rails, they float when pouring the potting compound on, so that also defined so far Conditions are not or only with great effort can.

Another problem arises from the fact that the troughs are raining weather will fill with water. This is problematic in that the cork-elastic potting material is sensitive to water.

Further track constructions with continuous elastic support from Rails on a base course (possibly a solid carriageway) or in Longitudinal sleepers are known from DE 44 30 967 A1, EP 0 628 660 A1, DE 44 08 599 A1 (a similar system is also from an essay by T. Glieden, Dr. E. Ihle and W. Romanski with the title: "Continuously elastic mounted rail system slidably embedded for parties Roadway, in the above-mentioned volume "Fixed Roadway", Edition ETR, Hestra-Verlag, known), DE 195 19 745 A1 and EP 0 211 461 A1 knows. These known track constructions or the basis of them Manufacturing processes have similar problems as before  described on or / and are for other reasons, such as in In terms of manufacturing costs, disadvantageous. All track construction NEN is common that first the base layer (support layer) is made or the longitudinal sleepers are placed before the rails are laid and if necessary, be stored elastically.

In contrast, the object of the invention is a method to manufacture a track construction (possibly a track superstructure) such as to provide described above, which is less expensive or / and provides more reproducible results. To solve this task it is proposed according to the invention that the rails before formation of the Support layer positioned in any order and - if necessary for formation a respective rail casing - ver with the insulation layer see (if necessary sheathed) and that afterwards the support layer malleable support layer material molded around the insulation layer and is set.

By positioning the rails first and preferably in their End position are adjusted and only then the support layer (if necessary also as a base course or roadway) is formed, namely around the one already in place, possibly attached to the rails Insulation layering (possibly elastic layering), the following result Benefits:

The rails can be easily positioned and adjusted if necessary, because it has not yet been arranged in the longitudinal recesses or the like of the supporting layer are not. A toothing between insulation layer and support layer, which would make it difficult to replace the rails can be prevented be, or it can be a defined one, possibly with regard to a positional security the desired interlocking between the insulation layers and support layer can be brought about in a targeted manner. For this only needs the Insulation layer to have a corresponding surface on which  the support layer material is brought into contact. The use of materials of insulation layer material or elastic layer material is exact controllable, since no material is required, intermediate sizes that are too large spaces between an already finished support layer and the rail to fill in.

Since, as already mentioned, the insulation layering can be carried out in a defined manner in addition, a defined lateral support or a defined base of the rails can be achieved via the insulation layer, since that mouldable support layer material attaches itself to the can adapt the outer shape of the insulation layer. So you want to for example, identical support everywhere along a rail route conditions and / or insulation conditions (damping conditions gung) and / or suspension conditions for the rails, so you can easily achieve this by running along the rail the insulation layer is identical. Conversely, you can also targeted different support conditions or insulation conditions (damping conditions) or suspension conditions for adjust the rails, for example for curve sections and distinguish straight sections.

It is also possible to use different layers of insulation, possibly Um to form cladding profiles with identical support properties. So you can, for example, in straight sections, in the long term no rail change is to be expected, insulation layering, if necessary Sheathing, training with low material consumption ver turn while, for example, in a curve area where frequent rail changes can be expected to make it easier to shoot alternate one layer of insulation, possibly sheathing another ren, the exchange facilitating training with possibly larger Material consumption can be used. Despite different Formations, if necessary profiles, can form both insulation layers,  if necessary sheathing, through appropriate choice of material, material thickness, Choice of cross-section etc. the same static and dynamic Have properties.

Furthermore, it can be ensured without any significant effort that no structure-borne support layer material bridges between Rails and support layer are created. You only have to do this for one continuous insulation layer, or you have to before the one wrestle any open areas of the insulation layering, for example joints between the rail casing molded parts (if necessary consecutive shape in the longitudinal direction of the rail parts), secure against penetration of support layer material. This can for example by pasting with an adhesive tape or the like.

A major advantage is that for the production of the support layer no expensive paver has to be used. The support layer, for example made of concrete, asphalt, asphalt concrete or Bulk material with a hardenable proportion of solidification material, for example Adhesive material that is manufactured can be simple - depending on the one used Material - cast or molded around the insulation layer become. If the support layer material is sufficiently flowable, then automatically for proper flow support support layer material on the insulation layer or possibly one on this provided intermediate layer. To support one Wall-free support material support on the insulation layer, preferred wise without any gaps between them, you can also use vibrating boards or other vibration devices are used.

The rails are preferably spaced above a surface for the support layer is placed and adjusted according to height, track and direction, before the support layer material is introduced or the support layer is ge is formed. The substrate can be a base course, for example  a concrete base layer, act or the formation of any Track substructure. Even the conventional slab track structure with a frost protection layer, a hydraulically bound base layer and a concrete slab is possible. The concrete slab can be used with the Support layer may be identical, or the support layer may be an additional one attached to a previously made concrete slab Act layer (preferably also a concrete layer). Generally spoken, the subsoil can be any load-bearing floor, on which a track construction can be built. The structure of the Underground will depend on what type of track it is it is about whether it is a tram track construction tion or a railway track construction. In the latter case it will depend on what speed and / or for what loads (passenger trains and / or goods reins the track con structure is designed.

As already indicated, at least one area can be removed (if necessary, removed bare) intermediate layer are used, the outside of the insulation layering is attached or is attached and which in the molding of the Support layer the support layer material at a distance from the insulation layer tung holds. For example, the intermediate layer can be provided for this be the insulation layer before the action of the malleable support Protect layer material, for example if the support layer material contains water and the insulation layer is sensitive to water. A removable intermediate layer can also be used for this, for example be provided that in the case of backing layer material, which at The binding shrinks, defined cracks between the support layer and the insulation layer, which is then poured with a suitable filler can be filled in. This is usually less expensive than if you want to fill any shrinkage cracks with a filling compound; this often involves a greater outlay on equipment bringing in pressing may be required.  

As has been mentioned briefly, the malleable support layer can material when forming the support layer in direct contact laterally and from below to the insulation layer or the intermediate covering it be brought to the shift. The advantages mentioned result Visibly defined mounting of the rail and defined positive locking against intervention (interlocking) or non-intervention between the support layer on the one hand and insulation or intermediate layer on the other.

According to a preferred development of the manufacturing process who the rails to provide the rails with the insulation layer at least in the area of the rail foot with molded casing parts at least partially encased in insulating material or elastic material, which form the respective rail casing. The rail umman telung can the rail foot or at least a lower section of a rail web essentially completely envelop and extend preferably up to at least just under a rail head.

So that the casing molded parts during the formation of the support layer stay in place, for example, by sticking to the coat lungsformteile advancing support layer mass not shifted and detached from the rails, it is particularly useful if the molded casing parts are glued to the rails. This on the one hand, reliably prevents water from entering rail and sheathing molding and on the other hand serves to to transmit the longitudinal forces between the rail and the casing.

The molded casing parts offer great advantages: particularly easily defined support conditions and / or springs conditions and / or damping conditions and a defi achieved sound insulation for the rails, because the sheathing molded parts can be preformed in a defined manner. One can also easily create a rail covering, the cross section areas with different material properties, in particular  different elastic properties and / or support properties shaft, has. It is also possible to use molded parts with different cross-sections, but still identical elastic Properties or / and support properties. Yourself can also be understood by providing different cross sections changing elastic properties along the track or / and support properties can be set. It should be emphasized that the different material properties and / or cross sections and the resulting different or uniform Storage conditions for the rails are defined and exactly because, especially if you have pre-made (possibly factory-made) uses molded shell parts, complete Control over material thicknesses, cross sections and material properties has.

With regard to the outline or the cross section of the rail casing there are basically no restrictions. For example, the Rail cover taper upwards in cross-section or / and it can be a rail up to a predetermined material thickness outline of the covered rail section approximately corresponding Outline. This allows maximum material savings be achieved. Such an outer shape of the rail casing has but the disadvantage that the rails are not easily replaced can become large, for example because the rail sheathing is overlapped by the support layer. With a view to facilitating tert replacement of the rails is proposed as an alternative that the rail casing is essentially rectangular in cross section or is square or that the rail casing is transverse cut tapered downwards, preferably with the formation of the upper side surfaces of the rail sheathing that are not from the support layer or only overlapped on at least one defined fixing projection. The last mentioned formation of the rail covering with itself  cross-section tapering below is particularly advantageous because of this the rails and their rail sheathing are particularly simple Longitudinal recesses in the support layer can be raised itself when forming the support layer around the rail casing Installation of support layer material on the top of the rail casing form area. A safeguard against unintentional, such as in Operating lifting of the rails including their rails telung from the longitudinal recesses can be achieved in that said at least one fixing projection is provided, which the Rail sheathing in the longitudinal recesses (troughs) holds. Before preferably the fixing projection is designed such that in the case when the rails are replaced, the rails and their rails sheathing nevertheless with little effort from the longitudinal recesses can be removed against the support layer. In this context it is proposed that the rail casing at least one side projection overlapped by the set support layer, in particular at least one from one side surface of the jacket lung protruding longitudinal bead, such that by application of lifting forces on the rail including the rail sheathing of the Lateral projection with the support layer in the manner of releasing a Rastver binding can be disengaged.

It may be advantageous if at least one is on a casing molded part attached or attachable or with this one-piece cover lip or cover flap is provided, which is a transition between covered the rail casing and the adjacent support layer. For example, water can penetrate between Rail coating and support layer can be prevented.

To support longitudinal forces from the rails to the rails NEN sheathing are transferred and from the rail sheathing can be transferred to the support layer, the rail umman  a cross-structure at least in some areas Have sole. For supporting longitudinal forces and / or vertical forces, generally to determine the rail sheathing (or the Insulation layer) you can also at least in some areas an adhesive adhesive on the outside of the rail casing (the insulation layer), for example shortly before the support layer is formed, so that an adhesive or adhesive connection between the support layer and rail sheathing (insulation layer) is created.

The rails can be in a different location from the track construction site with the insulation layer, if necessary, rail covering. The rails can, for example, be sheathed at the factory by, for example, the rail manufacturer. You can do that But rails only at the track construction site with the insulation layer, if necessary, cover the rail.

The rails can be endless rails, whereby corresponding individual rails before placing them on the ground or on one that keeps the rails at a distance above the ground. Holding arrangement to be welded to endless rails. But you can also the rails as individual rails first on the ground or on a holding arrangement holding the rail at a distance above the ground Approximately position in position and only then to endless Weld rails.

If the rails are only at the track construction site with the insulation layer, if necessary, rail covering provided, so the rails in front of the Storage of the same on the ground or the holding arrangement little be provided in some areas with the insulation layer, or you can approximate the rails first on the holding arrangement Bring the position and then apply the insulation layer. this applies regardless of whether endless rails are used or not. in the  In the case of endless rails, however, it is preferred that the rails follow welding to endless rails with the insulation layer will see. As a result, the joints of the endless Rails welded single rails can be easily encased. Any deviations in shape or shape of the rails the welds can be made in the case of prefabricated sheathing molded parts can be compensated simply by the fact that on the inside corresponding sections of the casing molded parts are cut away or burned away / melted away. In the case of forming the Rail casing directly on the rail, for example by means of a the rails encasing, possibly encapsulating encasing machine ne, for example, a sliding formwork movable along the rail Such form deviations become automatic balanced. Such, from at least one directly on the rail molded sheathing molding existing rail sheathing also has the great advantage that a seamless wrapping of the Rail (except the rail running profile) with the elastic material or Insulation material (with the insulation layer or elastic layer) possible is. The use of such a wrapping process is therefore not limited to the case of endless rails.

According to a preferred development of the Ver driving is suggested that preferably cross to the track extending lane keeping elements separate from the rails, preferably made of concrete, metal or plastic, are used arranged on the surface or at a distance above the surface with those with the insulation layer, possibly the rails sheathing, provided rails brought into positive engagement and around which the support layer material and thus the support layer is molded around. By means of the lane keeping elements can easily Way be achieved that one before forming the support layer set track is maintained when forming the support layer. The  Lane keeping elements do not need to be designed for that by shooting operational forces (operating pressures) and endure. Rather, the rails can be supported to the side and down primarily or alone via the insulation layer and the Support layer. The lane keeping elements therefore only need one Adjustment and fixing function during the production of the support layer fulfill.

If there is an operational load during the construction work, the lane keeping elements can also be made reinforced; to the To withstand the loads of an emergency operation.

The lane keeping elements can be assigned to the two rails preferably designed as receiving troughs engaging portions with which the respective rail sheathing in form-fitting Intervention.

The splints may be relative to each other prior to forming the support layer other, especially with regard to the correct track gauge and / or the Inclination of the rails to each other, adjusted and then relative to each other and may be fixed relative to the lane keeping elements, if necessary by Wedging / wedging of the rails in the receiving troughs. To the Adjustment effort can be reduced significantly, however, the rail circumference telung and the lane keeping elements including the training of the Engagement sections, if necessary receiving troughs, coordinated with one another in this way be that by establishing the positive engagement between the sheaths attached to the rails and the lane keeping element ment of their engagement sections a self-adjustment of the rails relative to each other, especially with regard to the correct track width or / and the inclination of the rails to one another (equivalent conicity), he follows. You kind of need the rails with the rails  only insert the sheath into the receiving troughs in order to track-adjusted track.

The lane keeping elements can be designed so that with them too desired narrowing of the track / widening of the track (e.g. in tight bends) can be realized by, for example, the position of the Sheath-receiving recesses change relative to each other is. It is also conceivable to use the recesses for the sheathing to make it a little wider, then with different spacing tern to set the desired track.

Regardless of whether lane keeping elements are provided or not, can before the introduction of the support layer material or Forming the support layer on the rails of the respective track little at least put on a tie-rod, which during the formation of the Support layer absorbs transverse forces transferred to the rails and so holds the rails in a target relative position (e.g. a lateral Ver prevents the rails from tipping) and preferably after tying of the support layer material is removed again.

As has already been indicated, after the support layer has set any shrinkage cracks between the insulation layer (possibly Rail covering) and the support layer or / and after removal an intermediate layer covering the insulation layer Cracks between the insulation layer (possibly rail covering) and the support layer by pouring / pressing in a filling compound, in particular of an adhesive and / or water protection compound. Another advantageous possibility is not of the support layer material covered surface areas of the insulation layer (possibly rails sheathing) after the support layer material has set with an Ab covering compound, in particular adhesive or / and water protection compound, to cover. The measures mentioned can secure the position  or / and a protection against the action of water on the insulation stratification, possibly rail sheathing, can be achieved.

It is proposed that after the backing material has cured at least one cover, in particular a cover lip or cover lax, on a surface not covered by the support layer material the insulation layer (possibly rail covering) and / or on one Support layer surface attached, if necessary glued, the one over passage between the insulation layer and the adjacent support layer covered, especially to prevent water ingress between insulation layer and support layer.

Generally speaking, it is possible that fixation and / or water protection precautions are taken that the insulation layer, possibly the Protect molded casing parts against exposure to water or / and water penetration between the rail envelopes and counteract the solidified support layer material and / or the Rails together with the rail casing against lifting out of the Secure the respective longitudinal recess or / and longitudinal forces from the rail Transfer the rail sheathing arrangement to the support layer.

To use structure-borne sound bridges between the rails and the support layer High security can rule out before forming the support layer joints between adjacent sheathing molded parts against the penetration of support layer material between the Sheathing molded parts are secured. For example by applying an adhesive layer.

A particularly great advantage of the proposed lane keeping elements lies in that the rails of the track, preferably after adjustment with regard to track gauge (if necessary), but in any case before Form the support layer, simply according to the course of the track or / and  Elevation or / and pitch can be adjusted, namely by adjusting the lane keeping elements accordingly. The rails of a track thus maintain their positioning relative to each other. You can use it to adjust the track gauge and / or the equivalent conicity or more generally the relative positioning of the two rails to each other from the adjustment of the track section ver separate the barrel or the cant or the pitch. The Justie tion with regard to the course of the track, the cant and the Longitudinal inclination is thereby considerably simplified. In the together It should be mentioned that the term "adjustment" used here too Such a situation means that only a joint fine adjustment of the Rails on a track are made using the lane keeping elements.

It has already been mentioned that the insulation layer, possibly rails sheathing, in different sections along a rail track can be trained differently. For example, the insulation Layering, possibly rail sheathing in at least one curve range of the rail route in terms of cross-sectional shape and / or mate rial of the sheathing and / or with regard to damping and / or springs tion or / and support properties of at least one Linear range of the rail section deviate. Another possibility. is that the rail sheathing in a curve area for ease Cross-section of the rail renewal rectangular or square or tapering down and in another, if necessary, straight line area to save material in cross-section is tapered upwards.

As insulation layer material or as material for the casing Molded parts can be at least one rubber-elastic material or / and at least one cork-elastic material and / or at least one son constant, shock-absorbing (especially reducing pressure peaks) or / and sound-insulating or / and elastic material used  become. One can also remember foam materials (such as on Two- or multi-component basis) to use. A possibility is to use a polyurethane foam. Others can cellular or non-cellular plastics are used. More ge Suitable materials are elasticized 2-component epoxy resins or 2- Component hot elastomers. A suitable material is definitely also in connection with the known manufacturing process mentioned two-component material with cork, which under the Trade name CORKELAST is available.

For the manufactured or producible from molded casing parts Rail sheathing is further proposed that, based on their cross section, is in one piece. Preferably it includes several one-piece connected by weakening sections, molded part sections movable relative to each other.

For this purpose, it is particularly useful if the rail sheathing comprises a left and a right molding section, which over a preferably in a sole area of the rail casing seen line of weakness, possibly film hinge, swivel against each other are bar, such that the rail casing for attachment to the Rail and reaching around the rail foot is hinged.

You can also use the rail sheath, based on yours Form cross-section, in several parts, for example by using a separate left and provides a separate right shell molding that together a sheath at least encasing the rail foot of the rail Form the outer casing.

The rail casing or a molded casing part of the rails sheathing can be at least one inner, extending in the longitudinal direction include extending recess. This can save material  become. To set a desired shear force support for the Rail can at least one, extending in the longitudinal direction, cross force-transmitting pipe, possibly plastic pipe, in the rail casing tion or be included in the casing molding. Another possibility speed is that several parallel in the longitudinal direction, in the transverse cut webs separated by transverse forces Cutouts at least one material saving area of the ski Form the outer sheath or the molded casing part. One can also a mass extending parallel to the rail with a higher one specific gravity than the rail sheathing material in the Embed rail sheathing for suppression or damping of vibrations.

The rail casing or its casing molded parts can by extrusion or intrusion, possibly using several materials components for different cross-sectional areas. It is also possible to make several prefabricated molded parts into one molded part Join the rail casing, if necessary glue them together.

As already mentioned, the rail casing can at least consist of a rubber-elastic material (more generally: an elastomer) or / and from at least one cork-elastic material or / and at least one other, shock absorbing and / or soundproofing Renden or / and elastic material.

In addition to the above, the invention also relates to its Further developments explained manufacturing processes a rails Sheathing comprising at least one of insulating or / and elastic material made to the cross section of an associated Rail-adapted sheathing molding for sheathing at least of the rail foot of the rail. This rail covering is ins specially designed to perform the above  be used procedure. It can affect the insulation layering, if necessary on the rail casing or the casing molded parts, related, previously mentioned features.

The invention further relates to a set of at least one rail sheathing as mentioned and at least one associated track holding element with engaging sections with associated rails of a track mounted rail sheathing in positive Can be brought into engagement, preferably in relation to self-adjustment on the relative positioning of the two rails. The set is in particular which is intended to be used in the context of the procedure explained above to be used.

The invention further relates to a track construction, possibly a track superstructure according to the inventive method or its continuation is producible. The track construction preferably comprises at least a rail casing and / or a set as before called called. An example of a track superstructure according to the invention comprises a solid roadway serving as a support layer / base layer Road material with at least one having two rails Track on which the rails have at least one rail foot in one respective longitudinal recess of the roadway recorded and therein at least partially continuously or elastically insulated are with elastic / insulating support of the rail downwards and to the side via elastic / insulating material, with the rails cross-sectionally shaped molded parts made of elastic material, the one before creating the lane or an upper one, the longitudinal one savings layer of the roadway are prefabricated to the Rails are at least attached to the rail foot (and form a respective rail casing) and the solid track or their top layer by casting or molding from one in progress flowable or mouldable road material  is such that the rail sheathing of the flowable / mouldable Roadway material is cast / formed and over the solidified driving web material are supported laterally and downwards.

The invention specifically relates to a track construction with at least two at least one track and in a respective support leg rich in a bound support layer in the vertical and lateral direction processing by means of an insulation layer or elastic layer supported rails. According to the invention, the track construction comprises at least one switch arrangement with the support layer in vertical and lateral direction mediated by the insulation layer supported switch components, in particular comprising at least one Centerpiece and at least two movable tongues. It is suggested gene, the track construction according to the invention using the to produce the method according to the invention described above. For this purpose, it is proposed with regard to the method that the switch components in any before the formation of the support layer Order positioned and provided with the insulation layer and that thereafter the backing is made of the moldable backing material molded around the insulation layer and set becomes. The insulation layer assigned to the switch components can are formed using shell molded parts that consist at least partially of insulation material or elastic material. The insulation layer assigned to the switch components or the the sheathing components assigned to the switch components according to the insulation layer assigned to a rail or corresponding to the molded casing parts assigned to a rail be trained.

The invention further relates little to a casing at least one made of insulating or / and elastic material, adapted to the cross section of an assigned switch component  Sheathing molding for sheathing at least one lower loading realm of an associated switch component. The sheathing will partly for the sake of simplicity also as a rail covering addressed, regardless of whether the assigned switch comm component can actually be called "rail".

The invention is described below with reference to several in the figures shown embodiments explained in more detail.

. Fig. 1 to 4 each show a cross sectional view of a section of an embodiment of a track superstructure according to the invention in four successive phases, which serve constructive tion a to the invention OF INVENTION method for producing a Gleiskon for illustrating an embodiment;

Fig. 5 shows a sheathed by a prefabricated shell mold part in the region of the rail foot and the rail web in accordance with the rail in the preparation of the track superstructure according to FIG 1-4 rails and shell moldings used.

Fig. 6 shows a section in Fig. 4 designated III in enlarged view to illustrate a variant of the track superstructure according to the invention;

Fig. 7 shows the rail with the rail casing corresponding to Figure 5 including a cover tab attached to the rail casing th;

Fig. 8 shows a rail with a differently formed rail sheathing comprises a separate left and right separate sheathing molded part, which are connected by means of an adhesive tape;

Fig. 9 shows a further embodiment of a rail casing according to the invention with a cross-sectional weakening for opening the casing;

Fig. 10 shows in the partial figures 10a) and 10b), two variants of the embodiment of FIG. 9;

Fig. 11 shows a further embodiment of a rail casing according to the Invention with a molded casing part made of several materials and having integrated tubes;

Fig. 12 shows in Figure 12a) and 12b) respectively a longitudinal section through a rail attached to a sheathing molded part according to a variant of the mold part of Figure 5 with section along line XII-XII of Fig. 5..;

Fig. 13 shows a plan view of a track superstructure according to the invention in the area of a switch;

Fig. 14 shows a cross section through a track superstructure in the region of a frog of a switch (corresponding to line XIV-XIV in Fig. 13);

Fig. 15 shows a cross section through the track superstructure of Fig. 14 in the region of the movable tongues of the switch (accordingly line XV-XV in Fig. 13).

When manufacturing a track construction 8 according to the invention, in particular a track superstructure according to the invention, according to FIGS. 1-4, a base 10 with a supporting surface 12 is first prepared. The substrate 10 can be a concrete base layer, asphalt base layer, asphalt concrete base layer or the like. Another possibility is that a base layer usually used as a base layer for solid carriageways is used as the base 10 . It will. For example, a hydraulically bound base layer (HGT) was thought of. The substrate 10 shown schematically in FIG. 1 can also stand for any track substructure, possibly an anti-freeze layer (FSS) or formation protection layer (PSS) of the track substructure. In technical terms, the subsurface 10 can be the planum of a track substructure. Insofar as this is spoken of a track superstructure in delimitation from a track substructure, this should not rule out that a track construction according to the invention also includes the respective track substructure, and the steps for producing the track substructure are regarded as process steps of the manufacturing process according to the invention for producing a track construction .

According to a preferred embodiment, after the substrate 10 is manufactured or prepared, lane keeping elements 14 are placed on the substrate at a distance from the surface 12 , for which purpose the lane keeping elements are arranged on suitable supporting elements 16 ( FIG. 2). The lane keeping elements 14 and the support elements 16 are preferred. made of concrete. Other materials, such as metal (in particular steel) are also suitable for the production of the lane keeping elements and the supporting elements. However, it is expedient to use materials coordinated with the materials used during the further manufacture of the track superstructure, for example lane-keeping elements and supporting elements made of concrete, if the solid carriageway to be created, embedding the lane-keeping elements and the supporting elements (see FIG. 4) Concrete is made. For example, an identical / approximate temperature response (same / adapted thermal expansion coefficient) can be achieved.

The track support members 14 are used with a rail sheathing (generally Dämmschichtung or Elastikschichtung) receive 18 provided rails 20, as shown in Figure 3 is shown.. For this purpose, the lane keeping elements 14 trough-like, in the rail longitudinal direction first rec kende engaging sections (short: troughs) 22 , with which the rail sheaths 18 attached to the rails 20 are brought into positive engagement. The rail casings 18 surround the rail foot 24 and the rail web 26 completely up to below the rail head 28 . The rails 20 therefore have no direct contact with the lane keeping elements 14 . The shape of the engaging sections (troughs) 22 and the rail cover 18 in the state attached to the rails 20 is coordinated with one another in such a way that by engaging the rail cover 18 with the troughs 22 the rails 20 of a track automatically (to a certain extent automatically) with regard to their track and others Relative position can be adjusted relative to each other. In the context of the invention, it is not excluded, an adjustment of the rails with respect to track and others. To provide relative position to each other or at least a fine adjustment of the rail relative position. For this purpose, wedging and / or wedging elements could be used which bring the rails and their sheaths within the troughs into a desired position relative to the lane keeping elements 14 and thus also relative to the other rail and hold them there.

If a widening of the track in tight curves is desired, this can be done by modified lane keeping elements can be realized. For example the position of the engagement receiving the rail jackets Sections (troughs) can be changed relative to each other. Another  It is possible to design the engagement sections (troughs) in such a way that the jackets in it enough adjustment play for the adjustment of the Show track extension (or alternatively, if necessary, a track narrowing). Is the track change set, the set track can by ge suitable spacers or the like can be fixed.

Before or (preferably) after adjusting the position of the rails relative to one another (if necessary), the rails are adjusted jointly with regard to the exact course of the track, the elevation and the longitudinal inclination. This is expediently carried out by adjusting the lane keeping elements accordingly, for which purpose the lane keeping elements 22 are laterally displaced on the supporting elements 16 and / or are adjusted in height by wedging or interposed spacer elements. When placing the lane keeping elements 14 on the support elements 16 according to FIG. 2, one will generally at least roughly follow the course of the track, so that only corrections in this regard should then be required in the state according to FIG. 3.

After the rails are brought into their end position, a lane-supporting elements 14 , the support elements 16 and the rail coverings 18 embedding support layer or support layer 30 is produced by molding support layer or support layer material around the components mentioned. The support layer material can be, for example, concrete, asphalt or asphalt concrete. It is also conceivable to use bulk material mixed with a set of adhesive that can be set. The support layer 30 is referred to below as the carriageway. In the case of, for example, concrete as a supporting layer material (track material), this material can be sufficiently flowable so that the support elements 16 , the track-keeping elements 14 and the rail coverings 18 are poured into the concrete 30 forming the track. For the lateral definition of the support layer 30 , 10 shuttering walls 32 have previously been brought into position.

The embedding of the tracking elements 14, supporting elements 16 and rail sheathing 18 is performed such that the surface or upper side 34 of the road 30, and accordingly the concrete material does not reach the height of the top of the rail sheathing 18, and accordingly, the rail heads 28 and the casings of the rails 18 the uncovered upper web sections are not touched by the concrete. Rather, all the necessary precautions have been taken to prevent concrete bridges between the rail 28 and the carriageway 30 from occurring. For example, one will, if necessary, secure any joints between successive, in the longitudinal direction of the rail, the rail casing 18 forming mold parts to prevent concrete from penetrating between the mold parts. This can be done for example by pasting with an adhesive tape or the like. An alternative would be to seamlessly manufacture the rail casing 18 . It is also expedient to provide 18 protective layers of concrete to the left and right of the rail casing, which layers can be removed again after completion, ie curing of the carriageway 30 . For example, one might use 18 to the respective left and right side surfaces of adjacent strips of cardboard at least in an upper side portion of the rail sheathing, which is a Her anfließen the concrete directly on the surface of the Schienenumman telung 18 and prevent the exposed portions of the rails 20th After removal of the concreting protection, any remaining cracks between the rail casing 18 and the carriageway 30 or any shrinkage cracks between the concrete and the rail casing can, as shown in FIG. 6, be filled with a casting or, if applicable, adhesive 36 by pouring or pressing in the casting compound 36 . This can reliably prevent water from penetrating between the carriageway 30 and the rail casing 18 and, if necessary, also fix the rail casings 18 .

A further possibility is to cover the rail sheaths 18 upwards, for example by pouring a casting compound 38 (possibly the same casting compound as the casting compound 36 ). As indicated in dashed lines in FIG. 6, it is expedient to set the concrete surface 34 'somewhat higher than the surface of the rail sheathing for this, so that a channel-like recess remains in the area of the respective rail sheathing 18 which is sealed with the casting compound 38 (adhesive if necessary). is filled. For this, the mentioned or another concreting protection would have to be used. The potting compound 38 can be, for example, a rubber-elastic compound which serves to protect the rail casing 18 from external influences, in particular water. The lateral casting compound 36 can also be a rubber-elastic compound.

If desired, an asphalt layer or other top layer can also be applied over the roadway, if necessary leaving a channel-like recess area on both sides of the respective rail, which can be poured out with a casting compound corresponding to the casting compound 38 , similar to the illustration according to FIG. 6. Training courses that are known under the keywords "grass track" and "pavement surface" (real or imitation) are also possible. In particular, in the case of a tram track, the upper edge of the track (the rails), in deviation from the representations in FIGS. 4 and 6, can also be level with the surrounding surface, in particular the street surface.

In the preceding illustration, it was assumed that the roadway 30 is made of concrete. As already mentioned, other materials can also be used; the previous explanations apply accordingly. It should also be mentioned that the roadway 30 can be formed with reinforcements 40 , which are indicated schematically in FIG. 4.

An important advantage of the invention is that the cost-intensive use of pavers can be dispensed with, since neither the manufacture of the substrate 10 nor the manufacture of the roadway 30 requires the use of such a paver. Nevertheless, a paver can be used if it is available.

The order of the various measures and procedural steps mentioned above is not mandatory. In the manufacturing method according to the invention it is only imperative that the support layer is formed around the rail sheathing (generally the insulation layer or elastic layer). The use of lane keeping elements and these supporting elements holding them above the ground can also be dispensed with. For example, it is conceivable to keep the rails floating by means of a supporting structure spanning the track area, which acts, for example, on the rail heads, at a distance above the ground 10 . The rails could then on this Tragkon construction with regard to track; Track route, cant, etc. are adjusted before the support layer around the insulation layer / elastic layer is formed and set. Due to the advantages mentioned, it is preferred to use the Spurhalteele elements 14 .

In this context, it should also be mentioned that the Spurhalteele elements 14 have a comparatively short length in the longitudinal direction of the rail compared to the distance from successive lane keeping elements along the rail route. For example, at a distance of approximately 1.5-3 m between successive lane keeping elements, the length of the lane keeping elements in the longitudinal direction could be approximately 10-30 cm. Accordingly, the longitudinal recesses of the carriageway in the floor area of the recesses are largely limited by the carriageway material (in particular concrete) lying against the rail coverings 18 below. If desired, an intermediate layer can also be provided on the underside of the rail cover, which keeps the track material away from the rail cover, for example if the rail cover material could suffer from the action of unsupported support layer material (track material). In this context, the possibility should also be mentioned that the lower side (the sole) of the rail casing 18 with a transverse structure, for example a transverse groove structure, can be formed in order to achieve a toothing between the rail casing 18 and the roadway 30 which absorbs longitudinal forces.

A within the scope of the invention, listed here only as an example The procedure and training is as follows: First, without having to use a paver - a base course, ins special concrete base layer. Be on this base layer then the lane keeping elements at a distance above the base layer, for example wise every 1.5-3 m under rough furnishings in terms of height and richness tion stored. In the troughs of the lane keeping elements, the not yet sheathed rails introduced, roughly furnished and as Endless rails are welded. As far as not yet done the rails are then covered with the covering elements for what the rails raised from the troughs and then removed again be set. If necessary, a defined positioning and Fixing the rails relative to each other and relative to the lane keeping ment can be carried out. Then a fine adjustment of the Lane keeping elements to include the desired track layout To achieve cant and pitch. After that, another Check the correct tracking of the rails and follow if necessary Post-correction is done. The lane keeping elements and the are preferred Rail sheathing but designed such that an adjustment or readjustment of the tracking is not necessary. Then will the support layer or base layer referred to here as the roadway  provides, preferably by concreting the lane keeping elements with the Rail sheathing. If necessary, attachment tie rods can be used are used, which are placed on the rails from above and tilting of the rails or lateral deflection of the rails due to the side of the concrete on the rail casing prevent pressure.

It should also be mentioned that, alternatively, endless rails are also used and could be placed in the troughs. It could also - possibly until on welds - ready-coated rails are used.

In the following, the rail casing 18 inserted in the described embodiment will be explained in more detail. For this purpose, reference is made to FIG. 5. The, for example, to dampen the transmission of structure-borne sound from the respective rail on the track 30 serving rail casing 18 is formed by a one-piece molded casing body 40 which has a rectangular cross-section. The shaped sheathing body 40 accordingly has essentially vertical side surfaces 42 , which have the result that after shaping the roadway this is formed with longitudinal recesses for the rail sheathing, which are defined by substantially vertical, smooth side walls. So that there is no significant interlocking between the jackets 18 and the roadway 30 , so that the rails with their rail jackets can be removed comparatively easily from the longitudinal recesses.

The molded casing body 40 is preferably glued to the rail (a grooved rail in the exemplary embodiment shown without restricting generality), that is to say to the web 26 and / or to the rail foot 24 . This has the advantage that the longitudinal forces between the rail 20 and slide nenummantelung can be transmitted 18, and that in the case of sticking a penetration of water between the rail 20 and rail casing 18 can be prevented also in the web region.

The shaped sheathing bodies 40 are preferably prefabricated sheathing shaped bodies which have a recess which is adapted to the rail cross section. For fastening to the rails and for gripping around the rail foot, the molded casing parts can preferably be opened. For this purpose, a line of weakness (possibly film hinge) 44 can be provided on the sole 46 . Such a line of weakness (film hinge) is indicated by dashed lines in Fig. 5 and shown somewhat clearer in the embodiment of FIG. 9. Alternatively, a line of weakness corresponding to the variants in FIG. 10 can also be provided.

The longitudinal extent of the shaped casing parts 40 is not limited per se, but depends on transport, production and handling requirements. A rail sheathing 18 will in any case consist of a plurality of sheathing molded parts 40 which follow one another in the longitudinal direction of the rail, unless the molded sheathing molded parts are molded onto or molded onto the rails and to a certain extent a seamless rail sheathing 18 is obtained.

In order to save material in the production of the rail casing molded parts 40 , these have longitudinal cutouts 48 . It is not out of the question that one uses these longitudinal cutouts for receiving supply or signal lines or the like.

Variants of the rail casing 18 are explained below with reference to FIGS. 7-12. The same reference numbers are used here, each followed by a small letter in alphabetical order starting with a to identify the different variants. Only the differences between the variants are explained; otherwise reference is made to the preceding description of the exemplary embodiments already described.

The embodiment of FIG. 7 is identical to the embodiment of FIG. 5 with the one exception that a lungsformteil 18 a on the upper side of the cover lip 60 a is provided, which serves to serve the lateral transition region between the rail casing 18 a or to cover molded part 40 a and the adjacent carriageway, so that the ingress of water between rail casing 18 and carriageway is at least made more difficult, if not prevented. The cover lip may in deviation from the illustration in Fig. 7 also be formed integrally with the Umman telungsformteil 40 a, and 20 may be provided a corresponding covering lip on the other side of the rail. If the cover lip is in one piece with the molded casing part or if it is attached to the molded casing part before forming the support layer (roadway), then it should be at least sufficiently flexible that it can be deflected upwards, as indicated by the broken line in FIG Forming the support layer to be out of reach of the moldable support layer material. If you bring the cover lip on the other hand only afterwards, that is after shaping and preferably setting the support layer on the rail sheathing, such a resilience is not required. For greater security against the ingress of water, it is preferred to attach the cover lip to the rail sheathing as well as to the support layer or a layer covering the support layer, for example by gluing. In Fig. 7, the possibility is illustrated how a positive engagement between the cover lip 60 a and the molded casing part 40 a can be achieved by means of a fastening profile 62 a of the cover lip 60 a, which engages in a correspondingly contoured recess in the molded casing part. Instead of extending in the longitudinal direction of fastening profile of the molding may also be in the longitudinal direction successive mounting heads on the cover lip be provided in the calculations corresponding Öff 40 a are engageable or engage in engagement.

The shell moldings of Fig. 5 and 7 are in one piece in cross-section. But they can also be multi-part in cross section. For example, the shaped casing parts can be formed in two parts in cross section, wherein, as shown in FIG. 8, a left and a right shaped casing part 40 b -1 and 40 b -2 are preferably provided, which are attached to the rail from both sides and fixed there , preferably by sticking. In the embodiment of FIG. 8, the two molded casing parts meet on the sole 46 b of the rail casing. The joint is secured by an adhesive tape 64 b against the penetration of support layer material (road material, in particular concrete). As a rule, you will attach the adhesive tape to the molded parts after inserting the molded parts onto the rail. However, it is also possible for the molded parts to be connected by the adhesive tape before they are attached to the rail, so that the adhesive tape serves as a film hinge which enables the molded parts to be opened for connection to the rail.

In order to save material on the one hand in the production of the molded casing parts and on the other hand nevertheless to achieve good transverse support for the rail, material saving areas 66 b are provided in the molded casing parts 40 b -1 and 40 b -2 of FIG. 8, which (in cross section) have a plurality of cutouts 68 b separated from one another by webs. The webs 70 b transmit transverse forces, in particular between the rail 20 b and the lateral vertical boundaries of the carriageway, essentially vertical carriageway surfaces.

Fig. 9 shows an embodiment of a cross-sectionally one-piece, upwardly tapered sheathing molding 40 c, the cross-sectional outline of a material thickness 70 c corresponds essentially to the cross-sectional outline of the rail 20 c in the region of the rail web 26 c and the rail foot 24 c. In this way, a maximum material saving is achieved in the production of the shaped casing 40 c. A disadvantage is, however, that the casing molded parts 40 in the region of the rail foot are overlapped by support layer material (track material) when the support layer (roadway) is formed. Accordingly, the rails can only be removed and replaced by breaking the road. In the case of straight track sections in which a comparatively low rail wear can be expected, this disadvantage may be acceptable. One can also remember to use sections for molded track sections according to the jacket molded part 40 c and for curve sections jacket molded parts accordingly the molded jacket parts 40 , 40 a or 40 b for straight line sections. Since the properties of the rail casing (such as material thicknesses, elasticity, support properties, etc.) can be set precisely due to the prefabrication of the molded casing parts (prefabrication with regard to the manufacture of the support layer, not necessarily factory-ready prefabrication), one can use straight-line sections and despite different rail casing achieve essentially identical bearing, suspension and support conditions for the rails in curve sections, so that no changes in the running properties of rail vehicles on the rails are to be expected. But you can also provide different storage, suspension and support conditions for the rails within curved sections and straight sections.

The rail casing 18 c has on the sole 46 c a weakening line 44 c, which can also be referred to as a film hinge, which has already been mentioned in connection with FIG. 5 and serves to enable the molded casing parts to be opened for fastening to the rails and for gripping around the rail foot . The weakening line (one could also generally speak of a cross-sectional weakening) is formed in the case of the exemplary embodiment in FIG. 9 by a recess which is wedge-shaped in cross section and open to the outside in the sole 46 c. When forming the support layer forms accordingly a complementary to the recess, in cross-section wedge-shaped bead on the bottom of the longitudinal recesses formed in the support layer, so that a positive, transverse forces-engaging engagement between the sole 46 c and the support layer is formed.

It could, however, be the case that if the track section is to be renewed at a later point in time, the wedge-shaped bead on the longitudinal recess floor of the support layer is disruptive. In order to avoid the like, extending along the longitudinal recesses of the support layer receiving the rail cover beads, one can alternatively maintain a continuous, smooth sole underside (approximately as in the embodiment of FIG. 7) and the weakening of the sole facilitating the opening on the rail foot Provide 24 c facing the inside of the sole. This is shown in Fig. 10a) and 10b) in two variants. In the case of Fig. 10a) a cross-sectionally wedge-shaped recess is provided in the sole 46 c ', which is open to the rail foot 24 c'. In the case of FIG. 10b), only an incision 24 c "is provided instead of a wedge-shaped recess.

In order to symbolize that the invention can be carried out in connection with a wide variety of rail types, the sheathing molding 18 c 'is shown attached to a wide foot rail (Vignol rail) 20 d' in FIG. 10a).

An exemplary embodiment of a rail casing 18 d with particularly good properties with regard to the removability of the respective rail 20 d including the rail casing 18 d is shown in FIG. 11. Here, the rail sheathing has a trapezoidal cross section, the longer base of the trapezoid being provided at the top and the shorter base of the trapezoid at the bottom. The trapezoid is symmetrical with respect to a vertical axis. Due to the fact that the rail sheathing 18 d tapers downward in cross-section, longitudinal recesses with a complementary cross-section are formed when the support layer or roadway is formed, which thus expand towards the top. Therefore, the rail sheaths 18 d can easily be lifted out of the longitudinal recesses together with the wrapped rails. In order to nevertheless provide a positional securing in relation to forces acting in the vertical direction, surfaces 42 d of the casing sheathing 18 d forming the molded part 40 d, longitudinal ribs 72 d can be provided on the sides, which form the complementary recesses in the carriageway when the support layer is formed intervention. The longitudinal ribs 72 d, which, instead of the arrangement shown in FIG. 11, can alternatively also be arranged in a middle height range in a lower height range, possibly in the height range of the sole or the rail foot (cf. FIG. 5, in which corresponding beads or Longitudinal ribs 72 are indicated by dashed lines), are dimensioned such that, through the targeted application of lifting forces on the rails 20 d including the molded casing parts 40 d, a lifting out of the trough-like longitudinal recesses of the carriageway is equally possible because the engagement between the longitudinal ribs 72 d and the associated recesses can be canceled in the manner of releasing a Rastver connection:
It should also be pointed out that it is possible to use differently shaped casing profiles along a rail section, but which, if desired, can have identical support properties. Thus, for example in straight sections in which no rail change is to be expected in the long run, a casing according to FIG. 9 can be used, which leads to a low material consumption. In curve areas with frequent rail changes, for example, jackets according to FIG. 5 or FIG. 11 can be used. Despite the different profiles, the sheathing used in straight sections and in curve areas can have the same static and dynamic properties.

The cross sectional shape of the rail sheathing shown in Fig. 11 18 d is also very advantageous, as that a certain Selbstzentrierungs effect of the rail sheathing 18 d in the associated troughs as used track holding elements and / or is added to the enststehenden in forming the roadway longitudinal recesses in the road surface . This centering and possibly self-adjusting effect can also compensate for any shrinkage cracks that may occur between the rail casing and the carriageway, possibly a width of up to 0.5 mm, usually a maximum of 1 mm. For this purpose, the sole area of the rail sheathing is to be designed such that it can be compressed in the event of shrinkage cracks by the weight of the rail and the rest of the rail sheathing so that a direct contact between the side surfaces 42 d of the rail sheathing and the opposite boundary surfaces of the carriageway is achieved .

The embodiment of FIG. 11 also shows that the Materialein saving areas 66 c can also be ausgebil det using pipes 18 d embedded in the rail sheath, possibly PVC pipes 76 d, which are preferably designed such that they are sufficient transferred transverse forces. The tubes can also be used to provide a defined transverse support for the rail and / or to accommodate lines or the like. It is also shown that the rail jacket 18 d can be made of different materials in some areas. In the present case, the molded casing part 40 d is made from two materials, namely from a first material in the area of the sole 46 d and from a second material laterally and above the rail foot 24 d and the rail web 26 d. Despite the use of different materials, the molded casing part 40 d can be produced in one piece, for example by extrusion or intrusion of several molded part materials. But you can also think of producing the sole 46 d and the other molded part areas separately and then gluing them together.

The sole 46 d can be designed similarly to the exemplary embodiments in FIGS . 9 and 10 with a weakening line which facilitates opening of the molded part. In view of the fact that the Schienenumman telung 18 d particularly good properties with regard to a eliminator bility of the rail including the rail sheathing, has the embodiments of the weakening line are as shown in Fig. 10a) and 10b) are preferred.

By providing different materials for different loads The support and cushioning can be rich in the rail casing properties for the rails can be optimized. For example, the Sole area made of more elastic material than that for Areas serving side support to the side of the gripped rail. In the case of factory prefabrication of the molded casing parts there is a high degree of certainty that the desired support / cushioning properties are always guaranteed.

The rail sheathing or sheathing molded parts can for example, from a cork-elastic material, such as that under the Trade name CORKELAST available material to be manufactured. Man can also remember elastomeric materials, rubber-elastic mate materials or plastic foam materials. The expert depending on requirements and circumstances, other suitable materia Find it and use the right material.  

It has already been mentioned that the rail coverings can have a sole with a transverse structure in order to achieve a longitudinal force-absorbing toothing between the rail coverings and the carriageway. Two examples of such a design of the sole 46 e or 46 f are shown in FIG. 12, which otherwise corresponds to a longitudinal section along line XII-XII of FIG. 5 through the rail casing 18 attached to the rail 20 of FIG. 5. In the case of the variant in FIG. 12 a), a trapezoidal wave-shaped cross-section of the sole 46 e is seen, which only transfers longitudinal forces between the rail casing 18 e and the support layer. In the case of Fig. 12d), a transverse profile of the sole 46 f with undercuts 47 f is provided, on which the support layer material engages behind protruding sole sections and thus secures the rail casing against lifting out of the longitudinal recesses of the support layer (roadway).

A track construction according to the invention can also include a turnout arrangement, in which turnout components, such as a centerpiece and movable tongues, by means of a casing (generally:
Insulation layer or elastic layer) are supported on a support layer. The method according to the invention can be used to produce this track construction. An example of such a track construction and its manufacture is explained below with reference to FIGS . 13-15, whereby - where appropriate - the same reference numerals as in the description of the preceding exemplary embodiments are used, followed by a small letter characterizing the respective example become.

Fig. 13 shows a plan view of a track construction according to the invention in the area of a switch 100 g with a main track 102 g and a branch track 104 g, each a continuous rail 106 g and 108 g and a rail interrupted by a centerpiece 110 g 112 g or 114 g. The switch has two movable tongues 116 g and 118 g, of which the tongue 116 g is pivotally articulated at its tongue root 120 g in the region of the switch-side end of the interrupted rail 114 g of the branch track 104 g and of which the tongue 118 g is attached to it Tongue root 122 g is pivotally articulated in the area of the switch-side end of the interrupted rail 112 g of the trunk track 102 g. Instead of pivoting joints between the rails and the tongues to provide lateral mobility of the tongues, the lateral mobility of the tongues could also be provided only by bending the tongues.

The rails and the switch components shown (centerpiece 110 g and tongues 116 g, 118 g) are only shown schematically in FIG. 13. Irrespective of the formation of the various components shown here only for illustration, the track construction shown can be any track construction, that is to say both a railroad track construction and a tramway track construction, for example.

The rails 106 g, 112 g and 114 g, 108 g are encased outside the area of the switch 100 g in accordance with one of the exemplary embodiments described above with encapsulation molded parts and are mounted elastically or insulatively via the encapsulation molded parts on a support layer (roadway) formed around the encapsulation molded parts , where lane keeping elements 14 g are used. The Lane Keeping elements 14 g can be designed in accordance with the Lane Keeping Element 14 of FIGS. 1-4 and corresponding, which have rail sheaths on receiving troughs. In the area of the switch, tracking elements 14 g 'are used in the exemplary embodiment shown here without special engagement sections, which are explained in more detail with reference to FIGS. 14 and 15. The outlines of the lane-keeping elements embedded in the lane 30 and the lane 30 g are only indicated by dashed lines in FIG. 13. The rail sheathing or corresponding sheathing for the switch components (such as the centerpiece and tongues) are not shown in FIG. 13.

The cross sections of FIGS. 14 and 15 roughly correspond to cross-sectional representations along the lines XIV-XIV and XV-XV in FIG. 13. However, there are slight differences of no interest here between the two track superstructures of FIG. 13 on the one hand and FIG. 14 and 15 on the other hand.

The track superstructure of FIGS. 14 and 15 represented 1-4 may be substantially in the same manner as shown in Figs. Are prepared. Also in the area of the switch h on a base 10 carrying elements 16 are placed h on which track support members 16 are arranged h. In the exemplary embodiment shown, the lane keeping elements are designed as plates with an essentially flat surface. The coated track components and rails are arranged on the track-holding elements 16 , then adjusted, then fixed, for example, by pouring support layer material 124 h (for example concrete), before finally (after sufficient hardening of the cast support layer material) the support layer 30 h from the selected support layer mat 04932 00070 552 001000280000000200012000285910482100040 0002019911467 00004 04813

In the area of the centerpiece ( FIG. 14), prefabricated molded casing parts 18 h can be used for the casing of the rails, for example in accordance with one of the exemplary embodiments discussed in connection with FIGS. 1-12. Also for the sheathing of the frog 110 h itself, at least one prefabricated sheathing molding 128 h is preferably used, which is adapted to the cross-section of the frog changing in the direction of the track.

In the area of the tongues 116 h, 118 h ( FIG. 15), the switch has the respective tongue and the associated continuous rail 106 h and 108 h receiving boxes 130 h and 132 h, in which the respective continuous rail 106 h or 108 h is fixed by wedging elements 134 h, which can simultaneously serve as a sliding support for the laterally pivotable tongues 116 h and 118 h. Instead of two separate boxes 130 h and 132 h, it would also be possible to use a common box which accommodates both through rails 106 h, 108 h and both tongues 116 h and 118 h.

The boxes are each coated with an insulation layer, preferably prefabricated molded sheathing 136 h are set again. The boxes are placed in the encased state on a common lane keeping element for 14 hours, adjusted there and then fixed, for example again by casting on supporting layer material. especially concrete 124 h. After the cast-on support layer material has hardened sufficiently, the support layer is then finally formed from the selected support layer material for 30 hours.

The method to be carried out during production of the track superstructure steps were here separately for Fig. 14 and Fig. 15 angege ben. As a rule, the entire turnout area will be produced in one go, i.e. first place all required lane keeping elements 14 h on the ground 10 h, then arrange the required lane keeping elements 14 h on it. The various switch components (centerpiece 110 g and boxes 130 h, 132 h together with the associated rails and tongues) are then arranged, adjusted and fixed on the lane keeping elements. The support layer is then produced in the entire switch area for 30 hours, usually in one go.

It should also be mentioned that between the two dashed lines XIV-XIV and XV = XV in Fig. 13 a further, four rails associated lane keeping element 14 g 'is indicated. A corresponding cross-sectional representation would largely correspond to FIG. 14, but instead of the centerpiece 110 h with an associated sheathing molding 128 h, two rails, each with a separate sheathing molding, would be seen.

It should be added that the boxes are sufficient for the tongues Leave the tongue movement, the tongue pivot and assigned drive components for pivoting the tongues can have. Instead of plate-shaped lane keeping elements lane keeping elements are also used, the recording areas for the covered rails or covered switch components have limiting projections with sufficient adjustment space. The provision of an adjustment option for the rails and switches Components in the area of the switch is useful in that In the case of switches, an individual adjustment of the course of the track is often necessary local conditions is required. But it is conceivable for Stan Standard situations Lane keeping elements with, for example, trough-shaped Intervention sections and preferably self-adjusting effect for the Rails and / or switch components also for the switch area to provide.

In summary, the invention relates to a method for manufacturing a track construction, with rails with an insulation layer / - Elastic layering (possibly rail covering) must be provided before a support layer supporting the rails is produced, and in which the support layer is then made of moldable support layer material around the insulation Molding layer / elastic layer formed around and for tying brought. The invention further relates to one according to this method producible track construction as well as one within the framework of the manufacturing ver rail sheathing that can be used.

Claims (38)

1. A method for producing a track construction with at least two rails forming at least one track and supported in a respective support area on a bound support layer ( 30 ) in the vertical and lateral direction by means of an insulation layer or elastic layer ( 18 ) (hereinafter referred to exclusively as insulation layer) ( 20 ), characterized in that the rails ( 20 ) are positioned in any order prior to the formation of the support layer ( 30 ) and provided with the insulation layer ( 18 ) and that the support layer ( 30 ) made of moldable support layer material around the insulation layer ( 18 ) molded around and tied. 2. The method according to claim 1, characterized in that the track construction comprises at least one switch arrangement ( 100 g) with supported on the support layer ( 30 g) in the vertical and lateral direction by means of the insulation layer th switch components, in particular comprising at least one core ( 110 g) and at least two movable tongues ( 116 g, 118 g). 3. The method according to claim 2, characterized in that the switch components ( 110 g, 116 g, 118 g; 110 h, 130 h, 132 h) before formation of the support layer ( 30 g; 30 h) positioned in any order and with the insulation layer ( 128 h, 136 h) and that the support layer ( 30 g; 30 h) is then formed from the moldable support layer material around the insulation layer and brought to the setting. 4. The method according to any one of claims 1-3, characterized in that the rails ( 20 ) and / and switch components ( 110 h, 130 h, 132 h) placed at a distance above a substrate ( 10 ) for the support layer and according to height, Track and direction are adjusted before the support layer ( 30 ) is formed. 5. The method according to any one of claims 1-4, characterized in that at least in some areas a possibly removable intermediate layer is used, which is attached or attached to the outside of the insulating layer ( 18 ) and which forms the support layer material when the support layer ( 30 ) is formed at a distance from the insulation layer. 6. The method according to any one of claims 1-5, characterized in that the moldable support layer material when molding the support layer ( 30 ) in direct contact laterally and from below to the insulation layer ( 18 ; 128 h, 136 h) or the covering Interlayer is brought. 7. The method according to any one of claims 1-6, characterized in that to form the insulation layer ( 18 ; 128 h, 136 h) Ummante lungsformteile are used at least partially made of insulation material or elastic material. 8. The method according to any one of claims 1-7, characterized in that to provide the rails with the insulation layer, the rails at least in the region of the rail base with Ummante treatment parts ( 40 ) are at least partially encased from insulation material or elastic material, the respective rails form casing ( 18 ). 9. The method according to any one of claims 1-8, characterized in that the sheathing molded parts ( 40 ) on the rails and / and switch components ( 110 h, 130 h, 132 h) are glued. 10. The method according to any one of claims 7-9, characterized in that the rail casing ( 18 , 18 a, 18 b) is substantially rectangular or square in cross section, or that the rail casing ( 18 d) tapers downward in cross section, preferably with the formation of side surfaces ( 42 d) of the rail casing, which are not overlapped by the support layer ( 30 ) or only overlapped on at least one defined fixing projection ( 72 d). 11. The method according to any one of claims 7-10, characterized in that the rail sheathing (18 d) has at least one overlapped by the hardened support layer side protrusion (72 d), in particular at least one projecting from a side surface of the casing longitudinal bead (72 d), such that the application of lifting forces on the rail ( 20 d) or the switch component together with the rail casing ( 18 d) enables the side projection ( 72 d) to be disengaged from the support layer in the manner of releasing a latching connection. 12. The method according to any one of claims 7-11, characterized in that at least one attached to a sheathing molding or attachable or with this one-piece cover lip or cover tab ( 60 a) is provided, which is a transition between the rail casing ( 18 a) and the adjacent Support layer ( 30 ) covered, in particular to prevent an ingress of water between the rail casing and the support layer. 13. The method according to any one of claims 7-12, characterized in that the rail casing at least partially has a sole having a transverse structure ( 46 e; 46 f) for supporting longitudinal forces. 14. The method according to any one of claims 1-13, characterized, that the rails and / or switch components on one against above the track construction site another location with the insulation layer, if necessary Rail sheathing. 15. The method according to any one of claims 1-13, characterized, that the rails or / and switch components on the track construction place with the insulation layer, possibly rail sheathing, be provided. 16. The method according to any one of claims 4-15, characterized in that preferably separate track keeping elements ( 14 ; 14 h) extending transversely to the track, relative to the rails ( 20 ) and / or switch components ( 110 h, 130 h, 132 h) , preferably made of concrete, metal or plastic, which are arranged on the surface or at a distance above the surface ( 10 ; 10 h), with which the rails provided with the insulation layer, possibly the rail casing ( 18 ), ( 20 ) or switch components ( 110 h, 130 h, 132 h) are brought into positive or non-positive engagement and around which the support layer material ( 30 ; 30 h) is formed. 17. The method according to claim 16, characterized in that the lane keeping elements ( 14 ) to the two rails ( 20 ) assigned, preferably designed as receiving troughs engaging sections ( 22 ) with which the respective rail casing ( 18 ) is brought into positive engagement . 18. The method according to any one of claims 1-17, characterized in that the rails or / and switch components ( 110 h, 130 h, 132 h) relative to each other before forming the support layer, in particular with regard to the correct track width and / or the inclination the rails to each other, adjusted and then fixed relative to each other and possibly relative to the lane keeping elements, possibly by wedging / wedging the rails in the receiving troughs. 19. The method according to claim 17, characterized in that the rail sheathing ( 18 ) and the lane-keeping elements ( 14 ) including the formation of the engaging sections ( 22 ), optionally receiving troughs, are coordinated with one another in such a way that by producing the positive engagement between the at the Rails ( 20 ) attached to the rail sheathing ( 18 ) and the lane keeping elements ( 14 ) on the engagement sections ( 22 ) of which the rails are self-aligned relative to one another, in particular with regard to the correct track width and / or the inclination of the rails to one another. 20. The method according to any one of claims 1-19, characterized in that after setting of the support layer material any shrinkage cracks between the insulation layer ( 18 ) and the support layer ( 30 ) or / and after removing an interlayer covering the remaining layer between the insulation Layering and the support layer by pouring / pressing in a filling compound ( 36 ), in particular an adhesive or / and water protection compound. 21. The method according to any one of claims 1-20, characterized in that from the support layer material ( 30 ) uncovered surface areas of the insulation layer ( 18 ) after setting of the support layer material with a covering compound ( 38 ), in particular Ver adhesive and / or water protection compound, be covered. 22. The method according to any one of claims 1-21, characterized in that after curing of the support layer material at least one cover, in particular cover lip or cover flap ( 60 a), attached to a surface of the insulating layer not covered by the support layer material and / or to a support layer surface, if necessary . is glued, which covers a transition between the insulation layer and the adjacent support layer, in particular to prevent penetration of water between the insulation layer and the support layer. 23. The method according to any one of claims 7-22, characterized in that prior to the formation of the support layer joints between adjacent mutually adjacent sheathing molded parts ( 40 b -1 , 40 b -2 ) are secured against penetration of support layer material between the sheathing molded parts, preferably by applying an adhesive layer ( 64 b). 24. The method according to any one of claims 16-23, characterized in that the rails ( 20 ) and possibly associated switch components of the track are adjusted together before forming the support layer ( 30 ) after the course of the track or / and elevation and / or longitudinal inclination appropriate adjustment of the lane keeping elements ( 14 ). 25. The method according to any one of claims 1-24, characterized, that the insulation layer, possibly rail sheathing, in ver different sections along a rail route is trained. 26. The method according to claim 25, characterized, that the insulation layer, possibly rail sheathing, in little least a curve area of the rail route with respect to cross sectional shape and / or material of the casing or / and back obviously damping or / and suspension or / and support  properties of at least one linear region of the rails range deviates. 27. The method according to any one of claims 1-26, characterized, that as a support layer material, a concrete material, an asphalt material or an asphalt concrete material is used. 28. The method according to any one of claims 1-27, characterized, that at least one rubber elastic as insulation layer material cal material and / or at least one cork elastic material or / and at least one other, shock absorbing or / and sound-insulating and / or elastic material is used. 29. The method according to any one of claims 7-28, featured through the use of molded casing parts according to a of claims 30-34. 30, rail covering, comprising at least one made of the insulating and / or elastic material, adapted to the cross-section of an associated rail-shaped sheathing part ( 40 ) for sheathing at least the rail foot ( 24 ) of the rail, in particular when carrying out the method according to one of the claims 7-29. 31. Sheathing comprising at least one of insulating or / and elastic material made to the cross section Ummante adapted to an assigned switch component tion molding for sheathing at least a lower region  the switch component, especially when performing the Method according to one of claims 7-29. 32. Sheath according to claim 30 or 31, characterized in that it comprises a plurality of sections which are integrally connected via weakening sections ( 44 ; 44 c) and are movable relative to one another. 33. Sheathing according to claim 32, characterized in that it comprises a left and a right molded section, which are preferably provided in a sole area of the sheathing line of weakness, possibly film hinge ( 44 ; 44 c), are pivotable relative to one another in such a way that the casing can be opened for attachment to the rail and for gripping the rail foot or for attachment to the switch component. 34. casing according to any claims 30-33, featured through which on the insulation layer, possibly on the rails sheathing or the sheathing molded parts Features of at least one of claims 1-29. 35. Set of at least one casing ( 40 ) according to any one of claims 30-34 and at least one associated lane keeping element ( 14 ) with engagement sections ( 22 ), the casing ( 40 ) attached to associated rails ( 20 ) or switch components of a track th can be brought into positive engagement, preferably with a self-adjusting effect with respect to the relative positioning of the two rails or the switch components, in particular for use in the method according to one of claims 1-29. 36. Set according to claim 35, characterized, that the lane keeping element is related to the lane keeping element related features of at least one of claims 1-29 having. 37. Track construction, producible according to the method according to one of the Claims 1-29, preferably comprising at least one Casing according to one of claims 30-34 or / and a set according to claim 35 or 36. 38. Track construction with at least two at least one track and in a respective support area on a bound support layer ( 30 ) in the vertical and lateral direction by means of an insulating layer or elastic layer ( 18 ) supported rails ( 20 ), characterized in that the Track construction comprises at least one turnout arrangement ( 100 g) with turnout components supported on the support layer ( 30 g, 30 h) in the vertical and lateral direction by means of the insulation layer ( 18 h, 128 h, 136 h), in particular comprising at least one centerpiece ( 110 g; 110 h) and at least two movable tongues ( 116 g, 118 g; 116 h, 118 h).