EA004335B1 - Method of stabilizing particulates - Google Patents

Abstract

1. A method of stabilising particulates comprising the steps of: a) surveying the site conditions including surface and substructure of a site using sensing apparatus; b) analysing the results so obtained to determine; i) where a multi-component system (MCS) composition is to be applied; ii) the quantities of MCS to be used; iii) properties of the MCS required; and c) carrying out selective applications of MCS to the particulates at the site as determined in step (b) above. 2. A method according to claim 1 comprising the further steps of: -analysing the load characteristics required and -analysing the structure of particulates at the site. 3. A method according to claim 2 comprising the further step of selecting or formulating a suitable MCS coating material. 4. A method according to any preceding claim wherein the MCS is selectively applied to ballast in a railway installation, to provide a structure of stabilised ballast wherein parts of the ballast are stabilised, and other parts are left untreated by the MCS. 5. A method according to claim 4 wherein the MCS comprises polyurethane based resin system which is used to bond and thereby stabilise stones comprising a bed of railway ballast. 6. A structure comprising a ballast bed in a railway track wherein the ballast is selectively treated with MCS to stabilise parts of the ballast and leave other parts untreated, so that the stabilised parts of the ballast constitute reinforcing elements for the ballast bed. 7. A structure according to claim 7 wherein said stabilised parts of the ballast comprise elements extending longitudinally of the track, outside of the sleepers, and further elements extending transversely of the track, below and between the sleepers. 8. A structure according to either of claims 6 to 7 wherein the MCS comprises a single component organic polymer or polymer precursor which can be poured onto the ballast and cure by reaction with atmosphere moisture or oxygen, by evaporation, by post application of a curing agent treatment with irradiation, or application as a provider and melting onto the ballast. 9. A structure to any either of claims 6 to 7 wherein the MCS comprises two or more components which are pre-blended prior to pouring into the ballast. 10. A structure according to any one of the claims 6 to 9 wherein the polymer is mixed with ballast before placing on the ballast bed and curing of the polymer. 11. A structure according to any of claims 6 to 10 wherein the structure is provided by a method according to any one of claims 1 to 5.

Description

The present invention relates to a method for stabilizing bulk materials.

Attempts are known to change the properties of building structures made of bulk materials, such as, for example, ballast of railways, to increase stability by effectively holding stones together. Examples are the EP-A-0502920, EP-A-0641407 and ΌΕ-Α-394142 multicomponent systems (MKS), such as epoxy or polyurethane resins, which are used to bond bulk materials.

The technical property of the support structures of bulk materials is changed if the ISS are used. In particular, technical characteristics of strength and rigidity are improved. The addition of the ISS also changes the dynamic characteristics by changing properties such as the attenuation coefficient and the velocity of shock stress waves (for example, compressive, shear, and surface waves).

When applying a multicomponent system to bulk materials, it is desirable to ensure that the reinforced and stabilized structure maintains an acceptable level throughout its service life. The MKS is preferably made in the correct spatial position and to the correct depth to ensure that the specified improved technical properties are obtained. Preferably, the MKS is also a chemical design to ensure that its specified properties are correct for the particular application in question, for example, the limits of stiffness, strength, viscosity, endurance, acoustic damping, temperature range, hydroscopic properties and curing period. Probably, each specific application of the ISS will be different, since each application to the site will differ in geometry, parameters of the surface / subsurface structure and technical characteristics. Additional additives to the ISS may be required to achieve the desired properties and characteristics, such as cement or bitumen based fillers.

Improper application of the MKS can lead to premature destruction of the modified structure. In very serious cases this can lead to unplanned reactions and / or catastrophic breakdown.

The objective of the invention is to provide a method for processing structures on the basis of bulk materials, which ensures the achievement of specified characteristics.

Thus, according to the invention, a method of stabilizing bulk materials has been created, in which

a) examine, using a measuring device, the state of the site, including the surface and subsurface structures of the site, and combine with any available data on the site;

c) analyze the results obtained in this way to determine

) locations where a combination of multicomponent systems (ISS) should be applied,

i) the number of ISS that should be used

x) the properties of the ISS, and

c) carry out selective deposition of the ISS on the structure, as determined by analysis.

In addition, in the method, it is also preferable to analyze the required loading characteristics and analyze the structure of the bulk materials in situ.

The invention also provides the structure of a stabilized ballast on a railway track obtained by this method.

The method may additionally include the selection or formation of a suitable material for the coating of the MKS, for example based on polyurethane. The method makes it possible to adapt the formation of components obtained off-site and / or modulated, in order to achieve stabilization of bulk materials and surrounding structures.

Preferably, the MKS can be used to increase the vertical and / or transverse stability of the structure (for example, rigidity and strength) and requires careful monitoring to find the voltage and effort of dynamic, pulsed or static, in the fatigue or force limits of the structure reinforced by the MKS, with a given margin of safety for given considered life cycles. Use of an inappropriate ISS may result in premature and / or unpredictable damage or undesirable deterioration of the reinforced structure.

The addition of the ISS changes the static and dynamic characteristics of the structure of the bulk material and, consequently, the full or partial response of the structure. The change in static and dynamic characteristics is associated with a specific variant of the ISS used and with the spatial location and structure properties (for example, when applied to railways, rails, sleepers, excavations, embankments or on highways, roadsides, pavements, drains, on the surface and under the surface roads, ballast, ballast base, soil base, etc.). This change should be evaluated to ensure that it does not damage the static and dynamic characteristics of the applied static and impulse loads.

Creating a membrane or barrier for the MKS using an inappropriate MKS can prevent the scattering of surface and subsurface excessive pressures in the pores, resulting in damage or undesirable structure functioning. Thus, additional design factors should be taken into account before the application of the MKS, in particular, if the specified design object is the formation of an impermeable intermediate layer, then to ensure this, the specified performance properties (for example, drainage, etc.) are achieved.

The use of the ISS to stabilize and reinforce areas in the form of “wet spots” (that is, areas that produce mud pumping under load) also needs careful monitoring. Adding the ISS changes the characteristics of static and dynamic interactions and can create additional problems and, therefore, needs to be assessed.

Using the ISS as special natural or artificial “input” structures with different dynamics, such as geological layers or a bridge bed, needs to be assessed in order to provide appropriate modified dynamic characteristics. This should prevent, for example, additional vibrations created, leading to a “load jump” or return shock waves.

Bulk materials, reinforced and stabilized in accordance with the method of treatment according to the invention, can be used for short-term / long-term stabilization of structures under high voltage (for example, mud pumping and a “wet spot” on a railway track);

vertical, transverse and longitudinal stabilization (on a railway track, for example for transition curves, elevations, arrows and main lines, including high-speed lines), for example, to reduce maintenance;

stabilization of loose structures in tunnels;

stabilization of load-bearing walls, slopes, taxiways and landing zones;

reinforcement of the bridge deck, including an increase in the stiffness of the bulk material before and after bridges to prevent cargo from bouncing;

reinforcement and stabilization to ensure tight tolerances, for example, supported in railway systems for conventional, double-deck and high-speed trains and other types of trains;

reduce the stresses of the soil bases due to the increased rigidity and strength of the ISS;

reduce the stress of soil foundations by increasing the stiffness of the bulk material to help prevent the formation of dimples in the soil foundations;

reduction of plastic deformation and abrasion of bulk material, separation of bulk materials (for example, during grinding), by reducing the movement of bulk material, reducing the area of contaminated bulk materials. The use of the MKS membrane (for example, at the border of various structural materials) to prevent infiltration of the ballast / soil base;

help prevent the hydraulic erosion of surface and subsurface structures;

ensuring increases in the applied loads and the speed of short-term loads without a significant increase in the maintenance of structures and to reduce the damage caused by the structure due to the applied loads;

prevent surface displacement of bulk materials due to short-term wind gusts and surface waves from the applied load;

reduce the creation and transfer of noise in the environment;

ensuring the cleaning ability of reinforced structures to maintain cleanliness at low cost;

improve the static and dynamic characteristics of the structure.

Some examples of procedures for stabilizing ballast and stabilized ballast structures in accordance with the invention are described below by way of example with reference to the accompanying drawings, where FIG. 1 is a diagram of a track assembly including ballast and soil foundation to illustrate the concepts and main features of the track used in the following description;

FIG. 2 and 2b show, respectively, transverse and longitudinal (along the way) views in section of the first embodiment of the construction of the tracks according to the invention;

FIG. 3a and 3b - 10a and 10b - similar corresponding transverse and longitudinal views in the context of additional options for the structures of the tracks according to the invention;

FIG. 11 is a view illustrating the application of ballast from the ISS to the base for the rail;

FIG. 12 is a longitudinal section of the installation of the bridge deck; and FIG. 13 is a block diagram of an embodiment of the method used in the case of a bulk material.

A diagram of a simplified path construction is shown in FIG. 1. It includes spaced rails 10, parallel to the direction of the track, supported on the sleepers 11, which are located on the ballast layer 12. It, in turn, is carried by the base layer of ballast 13, which is located on the ground foundation 14. Ground the base may contain any natural or artificial soil, such as a mound, the bottom of a recess or web of a viaduct or bridge. In the following figures, cuts are taken across the structure of the path along the line XX in FIG. 1 and along the direction of the path along the line-Υ in FIG. one.

FIG. 2a and 2b relate to the stabilization of point, solid, and other types of structures, which are often subjected to lateral loading due to the inertia force of the train. Conventional methods of stabilization include the addition of plates at the end of the sleepers and / or the formation of a longitudinal beam adjacent to the cross ties. Both of these methods are based on an increase in passive resistance, but often do not work satisfactorily due to the gradual displacement of the plastic of the curb ballast. The method used to eliminate this drawback (in this example of construction) is the “way to tie a sleeper box” (SHOW). In this method, the bar 15 polymer-ballast composite is installed in the immediate vicinity of the sleepers to prevent movement of the sleepers 11 in the transverse direction, as before. However, bar 15 is now pulled together to form a sleeper box using polymer-ballast composite anchors 16, which passes through a path mainly between and below sleepers 11. The force required to hold the sleeper box anchors 16 is provided by the weight of the train. Thus, the method uses the train's own weight to keep the bar from constant lateral movement (in addition to the friction resistance under the sleepers). The width of the anchors may or may not cover the full width and / or depth of the sleeper box area, depending on the level of force required for fastening.

The polymer composition is selected based on the required stiffness and strength properties required from the composite. In particular, the tensile strength and shear properties of the polymer are determined as part of the calculation process.

FIG. Figures 3a and 3b show a structure designed to stabilize the vertical movement of sleepers that occurs in the area of weak soils or in shunting zones subject to high vertical forces on the rails, which is a conventional “ladder” design.

With this design, only the ballast below the base of the sleepers is stabilized, as shown in FIG. 3 a and 3b. The ladder contains bars 17, 18, passing along the sides of the ballast, and cross bars 19, passing across the path between the bars 17, 18 and between the sleepers 11. All bars 17, 18 and cross bars 19 are below the level of the sleepers and throughout the depth of the ballast layer and formed from a stabilized polymer; the ladder design (type 1 stabilization) can only be used if the depth of ballast 12 is sufficient for frictional fixation of unstabilized ballast under the sleeper (i.e., the frictional properties of unstabilized ballast are used to “fix” unstabilized ballast in the adjacent stabilized ballast of the sleeper box ). In areas of weak soils, the properties of polymers (for example, the rigidity of the polymer) are selected for performance in the weakened zone of the basis of stabilized ballast with effective “damping”. If the stiffness of the polymer is high enough, a more even stress distribution is created at the boundary of the subgrade. For shunting areas that require a high amount of maintenance work, the polymer properties are chosen so as to provide a more efficient distribution of large vertical forces when switching, but at the same time maintain good damping properties of the composite.

FIG. 4a and 4b shows a type 2 design for poor soils and arrows with a large amount of maintenance, where the ballast depth is insufficient to fix the unstabilized ballast under the sleeper into the stabilized ballast of the sleeper box (or the vertical forces on the way are too great). Thus, it is possible to move and penetrate the ballast under the sleeper into the ground. It is possible to lift the sleeper to stabilize the ballast directly under the sleeper (this would require a separate device), but often this lifting is undesirable because it can lead to the appearance of unevenness in the way. In such a design, holes 20 are drilled in various locations of the sleepers 11 to ensure the flow / introduction of the polymer into the underlying ballast and its full / partial stabilization, as shown in FIG. 4a and 4b, forming in addition to the ladder construction of FIG. 3a, 3b, including parallel side bars 17, 18 and transverse bars 19 below and between the sleepers 11, a plurality of anchor posts 21 below the sleepers.

In the wet spot stabilization construction of FIG. 5a and 5b, it is assumed that the ballast 13 is heavily contaminated due to the infiltration from under the soil base (mud pumping) and must be replaced before being treated with a polymer. The replaced ballast 12 is then stabilized using a polymer that creates a stabilized layer 22. The polymer is also designed to “merge” at the ballast / base interface of the ballast to form an integral polymer membrane 23. The membrane stops leakage from under the subgrade, but should only be used when great confidence in the performance of the drainage layer. It is correct to assume that the depth of the stabilized ballast (from the interface of the ballast / base of the ballast) can pass to the base of the sleepers, but it is shown with a layer of unstabilized ballast 12.

FIG. 6a and 6b show the design using polymer to ensure that the lateral tolerances of the path are within precisely defined limits. For example, this design could be used to provide placement of approximate dimensional structures in tunnels and on railway platforms and within specified limits. The depth of deposition of the polymer is mainly set from the surface of the upper level of the sleeper to the surface below the base of the sleeper, as shown in FIG. 6a and 6b. Basically, it is not necessary to stabilize all areas of the sleeper box, however, it depends on the load level and the specified service life. The stiffness of the polymer is usually set high to ensure that the stiffness of the composite remains high (ensuring low displacement of the composite). As shown, the side bars 24 are made of ballast stabilized to the top surfaces of the sleepers and the cross bars 25 between alternating pairs of sleepers 11.

As shown in FIG. 7a and 7b, the polymer is used to create a continuous stabilized coating 26 on the surface of the ballast around the sleepers 11 shown in FIG. 7. The purpose of this coating 26 is only to stabilize the surface of the ballast (although the depth of the coating may extend below the cross tie if a high degree of stabilization is required).

Coverage 26 is used to create ballast stability from wind forces generated by the train, loss of density due to ballast vibration, and other problems such as vandalism. For problems associated with vibration, the rigidity of the polymer is generally set low to enhance the damping properties of the polymer. Vibration can be generated by many sources, including ground waves produced by high-speed trains (they can be high on bulk structures or on a railway track on weak soils) or excessive vibration of other track structures, such as bridges, vibrating at their characteristic frequencies.

FIG. 8a and 8b show a design variant for stabilizing the “cyclic top”. The problems associated with the “cycling top” are mainly due to problems with uneven tracks or due to the dynamic movement of the locomotive and / or wagons. For example, a wet spot can create fluctuations in a train's suspension system, causing a sinusoidal movement, which generates changes in dynamic forces on rails along the length of the track. Such a sinusoidal motion generates a constant movement of the ballast at a given wavelength. "Cyclic top" can also occur from problems like uneven ground base. The design for this type of problem is based on the formation of two longitudinal bars 27, 28 of polymer / ballast composite, which pass through disadvantaged areas. The bars can be continuous (as shown in Fig. 8) or can use a ballast fixation mechanism containing cross bars 29 under the sleepers, as described later in examples 2 and 3. On straight sections of the path, lateral movement may be minor and, therefore, ballast stabilization the sleeper box is needed only in certain places of the sleeper box (for example, every third of the four sleeper boxes).

The task of this stabilization of sleeper boxes is to ensure that the bars 21, 28 remain transversely connected. Since this type of stabilization is intended mainly for long path lengths, the properties of the polymers are selected based on the changing properties of the soil. For example, as a construction criterion, when determining the stiffness of a polymer, the magnitude of the modulus can be chosen along the entire path.

Finally, in FIG. 9a and 9b show a stabilized ballast device for stabilizing bends on embankments. The design proposed in FIG. 2a and 2b, to increase the lateral stability of the railway track may be insufficient (generally, the passive resistance of the roadsides is lower than for tracks not located on embankments). In these cases, a “ballast wedge” 30 may be needed to increase lateral stability. This wedge (or wedges) of the ballast 30 exceeds the usual depth of stabilization and is used to increase the passive resistance of the stabilized path, as shown in FIG. 9a and 9b. Ballast wedges can be formed from stabilized ballast, as shown in FIG. 9a and 9b, or they can be made of a different type of material that can be used to create an additional holding force (such as steel nails for the soil). The properties of the polymer are selected on the basis of the criteria shown in example 1. The entire upper part of the ballast 31, which determines the curve of the curve, is stabilized by the addition of polymer. The wedges of the ballast 30 are located in the longitudinal direction of the track below the rails.

Stabilized bars 31 can be placed on both sides of the sleepers 11 to withstand trains that have a greater or lesser speed than the estimated speed for bending the track. Full stabilization of the embankment can be obtained (possibly for “weak embankments”) by using the technology of driving nails into the ground to increase the strength and rigidity of the embankment in combination with polymer stabilization technology to increase the transverse (and vertical, if necessary) stability of the path.

FIG. 10a and 10b show a device for reducing the maintenance of ballast line. It is generally recognized that during the construction of a new railway track, the amount of road maintenance can be reduced by providing such a shape of the ground surface that it is parallel to the rail. This helps prevent problems such as ballast “memory” in which the surface of the ballast (for example, at the level of sleepers) takes on the same shape as the uneven surface of the soil foundation. When building a new line at the point where the ballast is placed, a polymer may be applied on the way to accommodate this layer of ballast 32 parallel to the rail. This layer of ballast 32 is laid at a precisely set level and passes inside the ballast depending on the design and the specified durability, as shown in FIG. 10a and 10b. This approach helps to prevent the formation of dimples in the ballast and, therefore, reduces the likelihood of traveling faults.

When upgrading an existing path, the same technology can be used to extend the life of the updated path for uneven / even soil bases. When cleaning / restoring the ballast, the polymer may be applied in a manner similar to the way for the new path. The polymer is again used to form the bottom composite layer of ballast that is parallel to the rail. The design could be based (for example) on the stabilization of the ballast from its middle down to the uneven boundary of the base of the ballast / soil base. The fact that the top layer of the ballast is not stabilized allows for the normal operation of a thrombosis. As in the construction of new paths, the properties of the polymer and the load must be matched with the given soil base and the load level, using such design criteria as the size of the track module. FIG. 11 shows the usual application of the polymer to form the composite layer 32 of the bottom surface of the ballast during a ballast cleaning operation with an uneven ballast base and / or a layer of a soil base. Since this technology is applied over a long distance, the properties of polymers need changes to match the change in properties of the path. Therefore, it is likely that a technology such as the use of ground radar radar would be needed to study the profile of the soil foundation along the path. A split oblique ballast stacker is used to place the first layer of ballast in front of the application nozzle, and then an additional layer of raw ballast 12 above the stabilized layer of ballast 32.

The developed polymer stabilization technology can be used to obtain transition zones to provide a smoother change in the modulus of the path with sudden changes in the rigidity of the path. For example, a polymer / ballast composite can be used to form a transition zone from the relatively weak structure of the embankment to a rigid concrete pavement. The design would include the spatial arrangement of the polymer, for example, the resulting low-level stabilization going to the bridge, in combination with predetermined changes in polymer properties. Due to the change in properties throughout the stabilized ballast, changes in the shear wave in the ballast and travel speeds can be obtained to modify the track dynamics. The purpose of the transition zone is to help reduce problems such as “train jumping” that arise when unexpected changes in track stiffness occur. The complex junction pattern obtained when a train comes into contact with solid structures, due to waves in the ground, may increase the amount of maintenance work on the ballast. The developed ballast stabilization treatment can reduce the amount of maintenance in these areas. An example of the stabilized concrete bridge deck obtained with an entrance and exit ballast is shown in FIG. 12. In this design example, the stiffness and spatial location of the polymer increase as the track approaches the bridge deck (and vice versa when it moves away from the bridge) to ensure a smooth transition from the embankment to the bridge. On the bridge deck, polymer stiffness is reduced and its damping properties are improved to reduce problems associated with vibration (and abrasion of ballast). In these designs, it may be desirable to introduce rubber liners or other types of energy absorbing systems below the tie to provide a more flexible base for the tie if necessary. The web 35 is covered with a full layer of stabilized ballast 36, which is beveled on each side of the web, while a partial layer of stabilized ballast 37 is formed on each side of the bridge leading to and away from the beveled end of the layers 36.

Transition zones can be formed either by increasing the bevel of the stabilized ballast, as in FIG. 12, or by using a stepped design.

The application example of the method illustrated in the flowchart of FIG. 13 is the stabilization of a number of points along which axial loads of 25 tons at 110 mph regularly pass. This line segment is estimated at 35 Million Ton Gross (MTB) and points are used to divert freight trains to the switch station to the switchboard. The lateral movement of the rail at points (located on the track with ballast), measured by the train’s operational equipment, is of the order of 15–25 mm, depending on the actual axle load and speed at the moment of load. Maintenance points are usually performed at 6-8 months breaks (often the points are aligned again). Site surveys show that ballast is a type of crystalline basalt with an E _{50 of} 28 mm. The depth of the ballast is 300-400 mm, with a layer of ballast base of 120-150 mm and covering the soil base with clayey clay, inside small recesses. Indications SVR. and readings of the conical penetrometer of the soil base show stiffness values of 100-120 MPa. The transverse compression ratio for this type of material is 0.4 with shear resistance coefficients with '= 4 kPa and φ' = 29 °. On-site density measurements showed a specific gravity of filling of about 18 kN / m ³ . Laying the soil base on the surface is known, and thus, such a locator penetrating the soil is not needed.

The velocity of the shear wave in the soil foundation is calculated and is about 150 m / s. At 110 mph, the maximum train speed is 49 m / s. Consequently, at current train speeds (train speeds of less than 60% of the shear wave velocity in the ground), one should not expect the onset of a transseismic state. Critical ground speeds are also outside the current train speeds. Therefore, this example primarily concentrates on static path analysis.

The values of ballast stiffness and ballast base are about 200 and 120 MPa, with fully frictional forces φ '+ 46 ° and φ' 38 °, respectively. The coefficient of voids in the ballast is about 0.72 with a specific weight of 16 kN / m ³ ). Rail (E = 210 GPa, ρ = 7850 kg / m ³ ) and rail ballasts (E = 200 MN / m) are standard on UK roads, bolted to wooden cross ties 2.6 m long, 0.14 m high and wide 0.26 m. The average distance between the sleepers is 0.38 m. No signs of mud pumping are observed, the formation of wet spots on this particular site cannot be considered significant. This is confirmed by properly observed drainage paths. Contamination of the ballast due to overvoltage is obvious. This is due to the large transverse forces when freight trains are sent to a turnout switch. Calculations of the estimated vertical and lateral forces from the train (using standard procedures, for example, procedures published in the guidelines of the Association of Railway Construction in the UK and America (AASAS)) offer dynamic gains of 1.5–2 static axle loads along the vertical 100-110 mph and 1.2 static axle loads horizontally with a turnout of 15 mph. These values are used in conjunction with the material parameters of the investigated site as input values for a static mathematical model based on the finite element method.

The static mathematical model used is the DIANA finite element program, which is basically available and represents the current state of the industry in terms of the finite element programs available on the market. The three-dimensional finite element mesh contains 2100 elements of the following types: three-node block-like elements of class III and twenty-node isoparametric brick elements. A full integrated circuit is used, and the boundary conditions are smoothed in the respective vertical directions and fixed at the base. The grid passes in several layers for modeling various depths of a ballast, the bases of a ballast and the soil bases. The change in the properties of the materials of the ballast in accordance with their spatial position models the change in the density of the ballast. It is assumed that the rails, fasteners and sleepers are elastic. It is assumed that the ballast, the base of the ballast and the soil base are non-linear and are modeled using a composite model of the soil made of Mora-Columb elastic plastics using the non-associative plastic deformation rule. It is assumed to expand the material for the ballast and the base of the ballast, based on the critical friction angles for the two materials.

Locomotive configurations for determining train load include CLASS 87 (for example, with wheel diameter = 1,150 m, center distance = 3.28 m, chassis length = 9.97 m, axle load = 202 t + 2 t without springs), CLASS 86/4 and CLASS 253/254 Н8Т. Cases with a commodity load included a 100-ton SBAU class B freight car (for example, with wheel diameter = 0.95 m, center distance = 2.0 m, chassis length = 13 m, axle load = 25 ton). An additional multiplication factor of 1.5 is used to simulate an increase in the dynamic load factor for wheeled platform cars.

The mathematical model is first used to check the values of the current transverse displacements (between 10-25 mm lateral deviation depending on the applied transverse force). Once the measured displacement values are simulated, the finite element model is considered calibrated, and various designs are examined and analyzed to determine the optimal design for the addition of the polymer composite. To determine the properties of the desired calculated polymer, an iterative process is used in combination with a newly designed track structure. The specified characteristic is set with a 5 mm lateral deviation under the lateral load from the train.

In fact, the structure used to stabilize the site is a retractable structure (several structures were examined, and their operational characteristics corresponded to the design characteristics). In this particular case, the composite edge timber is pulled together to form a sleeper box using a polymer composite (the ties are located below the base of the cross tie). The stiffness of the polymer was usually E = 500 MPa, and the load on the ballast was 10% by weight of the ballast. This design shows that a significant increase in transverse stability is achieved compared with the usual stabilization of the edge bar. The simulations performed show an increase in lateral stability in this particular case, about 6 times larger than with the usual unstabilized ballast, and 4 times larger than when only the outermost beam is stabilized when the load from the train is applied. The results of the mathematical model are carefully studied in relation to stresses, strains, displacements, etc. to keep these amounts within acceptable endurance limits for the selected composite / polymer. The mathematical model is also used to study the areas of possible plastic deformations that cause permanent plastic movements, and to ensure, if necessary, the possibility of modifying the structure and calculating the safety margins.

For optimal polymer loading for the design properties of the rigidity and cyclicity of the composite were conducted laboratory tests. The results of these laboratory tests are used to assess the developed durability of the site, processed through the use of similar levels of deviator voltages, as well as those calculated using a mathematical model. Tests include testing of the specimen under forward shear, testing under three-dimensional compression (constant and cyclic) and cyclic tests at boundary values, i.e. three dimensional test sample. The test results for direct shear (dimensions 300x300 mm) showed that unreinforced (unstabilized) ballast for a specific case of polymer loading has shear resistance coefficients with ³ = okPa and φ '= 46 °. Adding polymer at 10% load (of the mass of the ballast) to the ballast increases the shear resistance coefficients from ³ = cPa and φ '= 46 °, showing a significant increase in effort. These values were obtained by unconfirmed three-dimensional compression tests. The cyclical properties of the reinforced ballast were also tested. In the first of these tests, an unconfirmed cyclic test of three-dimensional compression was carried out with reinforcement in a computer simulating peaks simulating the level of deviator voltage. The results showed an accumulated plastic deformation of 0.4% at a peak cyclic deviator voltage level of 384 kPa (as calculated in accordance with the mathematical program) after 20,000 load cycles. The second sample was cyclically loaded with a peak load of 768 kPa (the safety margin was twice the level of internal voltage). Again, about 0.4% of accumulated plastic strains were recorded.

In simulated testing at boundary values (usually testing a three-dimensional sample for railway ballast), 2.66 million load cycles were applied to the surface of stabilized ballast (through the loading upper rock) under the loaded condition of the structure to obtain a given MTB value for 10-year loading \ SMB ( Main Line West Coast). The stabilized ballast showed plastic deformation of about 1.0 mm. The usual results for testing unreinforced cyclic ballast at this level of loading are mainly in the literature and indicate the magnitude of the accumulated displacement between 30-40 mm. The properties of the developed reinforced ballast are thus much better compared to non-reinforced ballast in both force and cyclical properties. No signs of ballast abrasion were observed.

Based on the results of laboratory tests and mathematical modeling, a design change was made to reduce the stress concentrations at the ends of the sleepers. Thus, design is an iterative process, taking into account the results of mathematical modeling and laboratory tests in combination with the assumed loading parameters and specified property criteria, to obtain the optimal design for this set of points to ensure that all design criteria are found (displacement, strain and stress). etc.) within acceptable limits. The design of the final composite, therefore, satisfies the design criteria for durability characteristics for a transverse displacement limit of 5 mm for 10 years on the West Coast Main Line. Thus, this process provides a complete design methodology and predictability for a modified railroad stabilized by a polymer. So far, inspection by a local contractor after processing showed that the treated site was completed according to the project.

In this example, full dynamic analysis is not needed, since the soil base and travel critical speeds are significantly higher than the current train speeds. However, if the rigidity of the subsoil base is low (or any other special track parameters / conditions are observed, for example, significant path malfunctions leading to large dynamic pathways), then a design step is required that is additional to the above example. A three-dimensional dynamic finite element program is used to provide a complete dynamic design and analysis of the railway track, and then the polymer-treated railway track. The program allows the user to examine changes in the characteristics of the path after the deposition of the polymer and is a complex tool for calculating track engineers. Examples of relevant MKS compositions are set forth below. The exact proportions of the ingredients, and even the diisocyanates and polyols used in the polyurethane can be changed along with the physical properties, such as viscosity, as determined by the results of the analysis process outlined above.

Example 1 (Application on a railway track).

The ballast layer contains an aggregate of crushed limestone of an average size of 40 mm, and it is connected to a depth of 300 mm between the cross ties and the track rails.

The MKS contains, for example, polyurethane having the following composition, mixed using the installation based on the Cgaso Nugosa! (trademark), and poured to a depth of 300 mm on the pre-laid ballast. The basis for this 300 mm layer of ballast is a sandy coating. The design may require an excess of polymer flowing through the ballast to create a barrier against moving up the sand or a layer of soil foundation.

Polyurethane contains the following two components, which are stored separately until bottled, then mixed and poured together.

Component A (polyol):

Castor oil

Sorbitol based on polyether

Polyether Diole Methyl-Naphthalene (UUS and (trademark))

Triple (2-chloropropyl) phosphate

Silicate sodium aluminum (ΖοοΙίΐΗ (trademark) powder) Phenyl ether of fatty acids containing bivalent mercury 0.5% by weight of parts (Tyogsa! 535 (trademark))

Dialkyl tin mercaptide (Rotgeh ib22 (trademark)) 0.3% by weight parts

49.25% by weight of parts

28% by weight of parts

4% by weight of parts

12% by weight of parts

5% by weight of parts

1% by weight of parts

Component B (isocyanate):

Polymeric dimethylene diphenyl diisocyanate (ΜΌΙ) 100% by weight parts

The ratio of the two components of the mixture:

Component A 100 parts

Component B 56 parts

The composition, including the ballast at 5%, gives the following mechanical properties: Bulk density of 1.55 y / ss

Compression module 100-800

Example 2 (Application on a railway track).

10% loaded railway ballast prepared using a polyurethane / bitumen composition. A prepolymer with terminal isocyanate groups is added to cationic bitumen in the following proportions: Fire-resistant emulsifiable prepolymer based on polyether 20 parts by weight 60% emulsion of cationic bitumen 100 parts by weight

The prepolymer is based on the following:

RRS diol with a molecular weight of 2000 100 parts by weight of IT 9086 35 parts by weight

Atdagb TMCP (trademark) 10 parts by weight of Uuse1 and 5 parts by weight

The prepolymer / bitumen composition is sprayed onto the ballast at a rate that provides 10% loading.

The composition cures in 2 hours and provides an elastic solid, whose compressive strength at 10% yield is 50 MPa at 15 ° C.

Other curing systems for polyurethane prepolymer include the use of alkaline substances, such as sodium silicate solution, calcium hydroxide and magnesium hydroxide and magnesium hydroxide emulsion, as well as other organic polymer emulsions. Similarly, these mixtures can be used to bind bulk materials, such as ballast, to create a strong support composite. The pressure, composition, quantity, and location to be sprayed or otherwise applied to the ballast layer are determined by mathematical modeling of the effects of stresses from different train speeds and loads to determine the polymer / ballast composite required to obtain the estimated time to maintain acceptable performance. It is obvious that traffic, including the high lift of heavy locomotives with mineral-laden trains, will cause different voltages compared to light but high-speed trains or infrequent, slower and lighter passenger elements.

Polymer formation ensures that the ballast is wetted, and subsequently allows you to install a solid composite in place on the basis of the path, which provides long-term control of the load and vibration of the path.

Claims (11)

CLAIM 1. The method of stabilization of bulk materials, in which a) examine, using a measuring device, the state of the site, including the surface and the subsurface structure of the site, c) analyze the results obtained in this way to determine 1) the location where an aggregate of multicomponent systems (ISS) should be applied, i) the number of ISS to use, ίίί) the necessary properties of the ISS, and c) carry out selective deposition of ISS on bulk materials at the site, as was determined at stage c). 2. The method according to claim 1, wherein further analyze the required characteristics of the introduction of ingredients and analyze the structure of bulk materials on the site. 3. The method according to claim 2, wherein further select or form a suitable material for coating the ISS. 4. A method according to any one of the preceding claims, in which the MKS is selectively applied to the ballast when laying the railway to create a structure of stabilized ballast, with parts of the ballast being stabilized and other parts left untreated using the MKS. 5. The method according to claim 4, in which the use of the ISS, containing a system of polymer based on polyurethane, designed to bind and thereby stabilize the stones forming the base of the ballast of the railway. 6. A structure containing a ballast base on a railroad track, in which the ballast is selectively processed using the ISS to stabilize part of the ballast and keep other parts untreated, so that the stabilized parts of the ballast form reinforcing elements for the base of the ballast. 7. The structure according to claim 6, in which the stabilized parts of the ballast contain elements located along the way outside of the sleepers, and additional elements located across the way, below and between the sleepers. 8. The structure according to claim 6 or 7, in which the MKS contains a single-element precursor of an organic polymer or polymer that can be poured onto the ballast and cured by reaction with atmospheric moisture or oxygen, by evaporation, subsequent application of treatment with a curing irradiation agent or applying as a provider and melt on the ballast. 9. The structure of PP.6 or 7, in which the MKS contains two or more components that have been pre-mixed before spilling into the ballast. 10. A structure according to any one of claims 6 to 9, in which the polymer is mixed with ballast prior to placement on the basis of the ballast and curing of the polymer. 11. Structure according to any one of paragraphs.6-10, which is obtained by the method according to any one of paragraphs.1-5.