CA1192444A - Mobile ballast compacting machine - Google Patents
Mobile ballast compacting machineInfo
- Publication number
- CA1192444A CA1192444A CA000392436A CA392436A CA1192444A CA 1192444 A CA1192444 A CA 1192444A CA 000392436 A CA000392436 A CA 000392436A CA 392436 A CA392436 A CA 392436A CA 1192444 A CA1192444 A CA 1192444A
- Authority
- CA
- Canada
- Prior art keywords
- track
- tamping
- ballast
- machine frame
- unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000006641 stabilisation Effects 0.000 claims abstract description 42
- 238000011105 stabilization Methods 0.000 claims abstract description 42
- 239000000969 carrier Substances 0.000 claims description 13
- 238000007654 immersion Methods 0.000 claims description 6
- 230000000284 resting effect Effects 0.000 claims description 3
- 238000005056 compaction Methods 0.000 description 3
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000001965 increasing effect Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 230000002301 combined effect Effects 0.000 description 1
- 229960000265 cromoglicic acid Drugs 0.000 description 1
- IMZMKUWMOSJXDT-UHFFFAOYSA-N cromoglycic acid Chemical compound O1C(C(O)=O)=CC(=O)C2=C1C=CC=C2OCC(O)COC1=CC=CC2=C1C(=O)C=C(C(O)=O)O2 IMZMKUWMOSJXDT-UHFFFAOYSA-N 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 150000002500 ions Chemical class 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000036961 partial effect Effects 0.000 description 1
- 230000002829 reductive effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 230000008023 solidification Effects 0.000 description 1
- 238000007711 solidification Methods 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
- E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
- E01B27/13—Packing sleepers, with or without concurrent work on the track
- E01B27/16—Sleeper-tamping machines
- E01B27/17—Sleeper-tamping machines combined with means for lifting, levelling or slewing the track
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
- E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
- E01B27/13—Packing sleepers, with or without concurrent work on the track
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2203/00—Devices for working the railway-superstructure
- E01B2203/10—Track-lifting or-lining devices or methods
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2203/00—Devices for working the railway-superstructure
- E01B2203/12—Tamping devices
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2203/00—Devices for working the railway-superstructure
- E01B2203/16—Guiding or measuring means, e.g. for alignment, canting, stepwise propagation
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
In a mobile machine for compacting ballast supporting a track, a machine frame carries a tie tamping unit and a track stabilization unit mounted substantially in the same area on the machine frame.
In a mobile machine for compacting ballast supporting a track, a machine frame carries a tie tamping unit and a track stabilization unit mounted substantially in the same area on the machine frame.
Description
D~9~
The present invention relates to improvements in a moblle machine for compacting ballast o a ballast bed supporting a track consisting o two rails fastened to ties resting on the ballast, and more particularly to a track tamping, leveling and lining machine used for this purpose.
A known machine of this type comprises a machine frame, undercarriages supporting the machine frame on the track rails for movement in an operating direction, a ballast tamping unit vertically movably mounted on the machine frame and including pairs of reciprocable and vibratory tamping tools arranged to tamp ballast under respective ones of the ties upon immersion of the tamping tools in the ballast when the tamping unit is vertically moved, a track correction unit mounted on the machine frame forwardly of the tamping unit in the operating direction and a track correction reference system for controlling the track correction unit. A track stabilization unit may be mounted on the machine frame and this unit includes a chassis, guide roller means firmly holding the chassis in engagement with the track rails and guiding the chassis along the track upon movement of the machine frame in the operating direction, vibrator means for imparting essentially horizontal vibrations to the trackl and power drive means connecting the chassis to the machine frame and arranged to impart essentially vertical load forces to the chassis. The machine may have control means Eor operating the ballast tamping, track correction and track stabilization units.
A track tamping and leveling machine of this general type has been disclosed, for example, in U.S. patent No.
3,926,123, dated December 16, 1975. This machine has a frame supported on two undercarriages and having a frame portion overhanging the front undercarriage. The tamping unit is mounted on the overhanging frame portion and the track stabîli~ation unit is mounted on the machine rame between the two undercarriages rearwardly of the tamping unit in the operating direction. With this machine~ the track is brought to the desired level, is fixed at this level by tamping the ballast under the track supporting ties and the position of the leveled track is then stabilized.
According to U. S. patent No. 4~ 046~ 078r dated September 6, 1977, a mobile machine ~rame supporting a track stabilization unit between two undercarriages is coupled to a mobile track tamping, leveling and lining machine for stabilizing the track after the track has been leveled, lined and tamped. During the dynamic track stabilization effected with these prior art machinesr the previously tamped ballast is 50 fluidized as to become denser, thus reducing the volume of the ballast bed and causing the trac~ to sink to a lower level. This anticipates the kind of ballast settling occurring normally under train traffic subsequent to track tamping operations and enhances the resistance of the tamped ties to transverse movement relative to the ballast bed. Since the track stabilization unit chassis is downwardly pressed while being vibrated horizontally in a direction transverse to the track, it causes the firmly gripped track to be embedded in the fluidized ballast against lateral movement of the ties while the ballast is further densified. In this manner, the tamped ballast is further compacted under the ties and at their ends, which reduces the ballast volume and lowers the level of the track supported thereon. This type o~
track stabilization has been very successful in practice and has greatly increased the durability of a corrected track position.
It is the primary object oE this invention further to improve such track stabilization apparatus by simplifying their structure and enhancing their eectiveness. With the apparatus of the invention, a single and unitary machine can obtain an almost ideal, stable ballast and track condition attainable heretofore only by means of a high-efficiency tamper equipped with the most up to-date tooling and a separate modern track stabilization apparatus, both used under the most favorable operating conditions.
The above and other objects are accomplished according to the invention in a mobile machine of the first described type by mounting the track stabilization unit substantially in the same area of the machine frame as the tamping unit and providing control means for a~tomatically and selectively operating the ballast tamping, track correction and track stabilization units in a selected operating cycleO The stabilization units chassis includes an elongated carrier associated with each track rail and arranged in the spac~
between pairs of the tamping rools straddling the rails. The power drive means comprise respective cylinder-piston drives extending upwardly from the projecting cross beam ends and linking said ends to the machine frame, the cylinder-piston drives being spaced outwardly of the ballast tamping unit in a direction transversely to the operating direc~ion, and the guide roller means comprises a pair of cylindrical gripping rollers associated with each one of the track rails, each track rail having a rail head and the rail head oE the associated track rail being arranged between a respective one of the pairs of gripping rollers for being gripped between the pair of gripping rollers, an inner one of the gripping !-3-~:~9~
rollers of each one of the pairs of gripping rollers being rotatably journaled on a ixed vertical axis and an outer one of ~he gripping rollers of each pair being rotatably journaled about an axle arranged for pivoting in a vertical plane extending transversely to the operating direction.
The ballast is compacted by raising the track to a level above a desired track level, tamping ballast under respecti~e ones of the ties of the raised track, and simultaneously imparting essentially hori~ontal vibrations extending transversely ~o the raised track under whose ties ballast has been tamped and subjecting the raised track to essentially vertical load forces until ~he raised track has been lowered to the desired track level.
This very simple arrangement enables all of the operating units used in the track surfacing operation to be so coordinated in time and place that the desired maximum solidification of the ballast bed and stabilization of the track position may be assured in a single pass of the mobile machine while the -3~-vpera~ing cycle is fully adjusted to the prevailing conditions and requirements. The selective coordination of the various operating stages make~ it possible to increase the effectiveness of the entire operation~ as compared to the use of separate machines, by permitting the operating units to interact in efective range and/or phase. For example, enhanced fluidi~ation of the ballast ~ed over a longer track section can be o~tained by superimposing the vibratory motion imparted to the ballast by the tamping tools on the hori~ontal vibrations generated by the dynamic stabilization, which reorients the ballast and produces the highest possible density thereoE. In this manner, dynamic track stabilization is obtained in the ballast tamping zone itself to take into account the initial settling of the ballast bed under the ensuing train traffic. Furthermore, existing track suracing machines may be used substantially without modification, except for the track stabilization equipment added thereto, and conventional and proven track correction and ballast tamping units may be used unchanged.
The ballast compacting produces a very exact desired track level long-lastingly fixed in position by a very solid ballast bed support which settles only insignificantly during subsequent train traffic, and any such settling oE the ballast bed proceeds very uniformly because of the homogenous condition of the ballast. The ballast compacting proceeds rapidly and dependably, and is well adapted Eor automation o the various operating steps.
The above and other objects, advantages and features of the invention will become more apparent from the following detailed description of certain now preEerred embodiments thereof, taken in conjunction with the accompanying generally schematic drawing wherein FIG. 1 is a side elevational view of a track tamping, leveling and lining machine equipped with a track stabilization unit ln accordance with one embodiment of the present invention;
FIG. 2 is an enlarged side e:Levation of the ~ombined ballast tamping and track stabilization unit constituting a single mechanical structure, as used in the machine of FIG. 1;
FIG. 3 is a partial front view of ~he combinad unit of FIG. 2r as seen in the direction of arrow III; and FIG. 4 is a like view of a modiied embodiment of such a combined unit.
Referring now to the drawing and first to FIGS. 1 to 3, there is shown mobile machine 1 for compacting ballast of a ballast bed supporting a track consisting of two rails 4 fastened to ties 5 resting on the ballast. The machine comprises machine frame 7 and undercarriages 2, 3 supporting machine frame on the track rails for movement in an operating direction indicated by arrow 8. Drive 6 powers rear undercarriage 3 to move the machine in the operating direction. Power plant 9 for the machine is mounted on the front end of machine frame 7. Between the power plant and the rear undercarriage, machine frame 7 carries ballas~
tamping unit 15, track correction unit 10 forwardly of the tamping unit in the operating direction and track stabilization unit 17. Preferably, a respective ballast tamping unit is associated with each rail 4 and, in the illustra~ed embodiment, each tamping unit includes two pairs of reciprocable and vibratory tamping tools 36, 37 arranged -to tamp ballast simultaneously under two respective ties 5 upon immersion of the tamping tools into successive cribs when vertically ', ~
movably mounted tamping unit 15 is vertically moved Operator's cab 21 is mounted on the rear end of machine frame 7 Eor operating and monitoring the work of units 10, 15 and 17, cab 21 housing control means 22 for automatically and selectively operating the units. Machine 1 is also equipped with track correction reference system 23 for controlling track correction unit 10.
In the illustrated embodiment, track correction unit 10 includes means for liEting and transversely moving the track and the reference system includes the illustrated system for leveling the track, machine 1 being a track tamping, leveling and lining machine. In the illustrated machine, machine frame 7 supports track correction, ballast tamping and track stabilization units 10~ ]5 and 17 between the two undercarriages 2 and 3. The means for lifting and transversely moving the track is comprised of lifting rollers 14 and lining rollers 13 engaging track rails 4, and lifting jack 12 for raising the track in the direction indicated by arrows 31. Connecting rod 11 is linked to the underside of machine frame 7 by a universal joint for attachment of track correction unit 10 to the machine frame The illustrated reference system for leveling the track is comprised of two reference wires 24 respectively associated with rails 4.
The front ends of the reference wires are supported at the front end of machine frame 7 by a sensing element whose support roller ~5 runs on the rails in a range of the track which has not yet been leveled and thus indicates the uncorrected level of the track while the rear ends of the reference wires are supported on the axle of rear undercarriage 3 to indicate the corrected track level. If desired, a separate sensing element could also support the rear end of each reference wire in the leveled track range ~2~
A further track level sensing element 26 is arranged between track correction unit 10 and ballast tamping unit 15 and the upper end of sensing element 26 carries track level measuring sensor 27 which, when contacting reEerence wire 24, emits a leveling control signal transmitted by line 29 to control means 22 connected to lifting jack 25. Ano-ther track level measuring sensor 28 is associated with track stabili~ation unit 17 and also emits a leveling control signal transmitted by line 30 to control means 22 connected to loading jacks 19, 20 of unit 17. Sensors 27 and 28 have rotary potentiometers carrying a fork-shaped element receiving the reference wire and adjusted thereby.
Just as the above-described track correction unit and the reference system associated therewith, the ballast tamping uni~
illustrated herein is conventional and comprises two pairs of reciprocable tamping tools 36, 37 arranged side-by-side for immersion into successive cribs for simultaneously tamping two ties 5. As clearly shown in FIGS. 2 and 31 the tamping unit comprises tamping tool carrier 35 slidably mounted on vertical guide columns 34 or vertical movement under the power o drive 16 linking the tamping tool carrier to machine frame 7. A
respective tamping unit is associated with each rail 4 and the tamping tools are mounted on the tamping tool carrier for pivotal movement about horizontal fulcrums 38 extending in the operating direction of the machine to enable the tamping tools to be reciprocated towards and away from the ties positioned between the tamping tools of each pair. The upper ends of tamping tools, 3fi, 37 are linked to respective hydraulic reciprocating drives 39 connected in a conventional manner to common, centrally arranged vibrating drive 41 comprised of a crank shaft driven by a hydraulic motor. Each tamping tool has two adjacently arranged tamping jaws 4~ replaceably attached to the lower tool end foe immersion in the ballast to a depth below the ties. Vertical columns 34 support -the tamping tool carrier in carrier frame 43.
Track stabilization unit 17 is arranged substantially in the the same area on the machine frame a5 ballast tamping unit 15, the respective pairs of tamping tools 36, 37 straddling associated track rail 4 (see FIG. 3~ and the s~raddling pairs oE
tamping tools defining a space therebetween wherethrough the associated track rail extends. Connecting rod 18 links unit 17 to the machine frame ~or movement with the machina in the operating direction.
The illustrated track stabilization unit has a chassis including an elongated carrier 44 associated with each track rail 4 and arranged in the space between the straddling pairs of tamping tools 36, 371 and cross beams 45 rigidly interconnecting the elongated carriers. The cross beams are equipped with 'tF h C~ 4 h-~ a ~
~;~, vibrator means ~6 for imparting essentially hori~intal vibrations to the track in the direction indicated by double-headed arrow 47 whereby the elongated carriers are rigidly connected with the vibrator means. Guide rollers means 48, 49 are mounted on the elongated carriers for firmly holding the chassis ~f the track stabilization unit in engagement with the track rails and for guiding the chassis along the track upon movement of machine frame 7 in the operating direction indicated by arrow 8. The illustrated guide roller means comprises two flanged wheels 48 guiding the chassis along each track rail without play in a vertical and horizontal direction and, arranged therebetween, two gripping rollers 49 ro~atably journaled in casings 50 for pivotal movement into and out of gripping engagement with the outside of the associated track rail. Each gripping roller is mounted on a ~2~
respective elongated carrier in a range extending betwen tamping tools 36, 37 oE the pairs of tamping tools (see FIG. 2) whereby the pairs of tamping tools straddle the gripping rollers. The gripping rollers clamp the track therebetween when the gripping rollers are in gripping engagement with the outsides of the track rails under the power of drive 5~ for pivot ng each gripping roller about axis 51 extending in the operating direction. Drive 52 is a cylinder-piston drive linking casing 50 of gripping roller 49 to cross beam 45 and is capable of moving the gripping roller into subtending engagement with the rail head of each track rail. With the rail heads firmly clamped between flanged wheels 48 on the inside and gripping rollers 49 on the outside, the vibratory motion indicated by arrow 47 will be directly transmitted to the track rails and ties 5 to which they are fastened, thus setting the surrounding ballast into vibratory motion.
Finally, power drive means l9, 20 connect the chassis of the track stabilization unit to machine frame 7 and this power drive means is arranged to impart essentially vertical load forces to the chassis. The illustrated power drive means comprises respective cylinder-piston drives linking the ends oE each elongated carrier 44 to machine frame 7 (see FIG. 2). Drives 19, 20 extend substantially in a vertical plane defined by associated track rail 4 and tamping unit 15 is arranged between the ends of the elongated carriers. In this manner, loading drives 19, 20 will subject the track to the vertical load forces centrally a~S~: la tæ~
within the vertical plane defined by the ~ ci~tc~ track rail.
The above-described embodiment uses the space available on the machine frame in the operating direction of the machine in a very economical manner and thus enables the length of the machine _. g .
frame to he helcl down, making it possible to e~uip existing traclc surfacing machines wi-th a track stabilization unit without substantial structural changes. Furthermore, considerable operating advantages are obtained by superimposing the effective ranges of the ~amping and dynamic ~rack stabilization zones.
Thus, the entire operating zone is readily observable by a single operator and it is also possible to superimpose the horizontal vibrations on the tamping vibrations imparted to the ballast by the tamping tools~ In this manner, the ballast is compacted during the tamping operation not only underneath the ties but also in the cribs as well as along the shoulders at the tie ends~
The described arrangement of the power drive means for the track stabilization unit makes it possible not only to subject the elongated carriers o~ the stabilization unit chassis to considerable vertical load forces but also to subject the respective ends of the elongated carriers to different load forces. This enables the compaction of the ballast and the corresponding lowering of the track level to be fine-tuned to an unusual extent by subjecting the track to a larger downward pressure at the front end of the track stabilization unit whereby the track level is lowered there farther than at the rear end where a smaller downward pressure is used to position the track accurately at the desired track level at the very end of the surfacing operation.
The described and illustrated arrangement of gripping rollers 49 makes good use of the available space between the pairs of tamping tools and enables the rollers to be outwardly pivoted. In this space, the gripping rollers are readily accessible and their positioning therein has the added advantage that they are positioned in the tamping æone in vertical alignment with each tie being tampe~ whereby the horizontal vibrations are directly transmitted to ties 5 by the fastening elements fixing the rails to the ties.
In the modified embodiment shown in ~IG. 4, a single tie tampin~ unit 53 is combined with track stabilization unit 54 and this embodiment differs from that hereinabove described in the following manner:
Cross beams 56 rigidly interconnect elongated carriers 57 and are equipped with vibrator means 55 but these cross beams have ends 58 projecting beyond the elongated carriers.
CYlinder-piston drives 59 extend upwardly from projecting cross beam ends 58 and link the ends to machine frame 61) laterally extending brackets 60 supporting the upper ends of drives 59 which are spaced outwardly of ballast tamping unit 53 in a direction transverse to the operation direction of the machine.
The guide roller means of this modified embodiment comprises a pair of cylindrical gripping rollers 62, 63 associated with each rail 68 and each track rail has a rail head arranged between a respective pair of the gripping rollers Eor being gripped between the pair of gripping rollers, Inner gripping roller 62 of each ~ ata~
pair of gripping rollers is rot-t~lc journaled on a fixed vertical axis 64 on the cross beam and outer gripping roller 63 1~0 t~t a~
each each pair is rotat~blc journaled about an axle 65 arranged on the cross beam for pivoting in a vertical plane extending transversely to the operating direction of the machine. Jack 66 links the pivotal axle to the cross beam for effectuating the pivoting of gripping roller 63. The guide roller means also includes flanged wheels 67 operating in the manner of wheels 48 in the first-described embodiment. Two, four or even more such flanged wheels may be mounted on each elongated carrier 57 oE
the track stabilization unit chassis for suitable guidance o~
the unit along the track.
This modified embodiment has the particular advantage that the horizontal vibrations as well as the vertical load forces are transmitted to each track rail in the central area of the track stabilization unit directly and, therefore, to their ~ull extent. This embodiment is particularly useful in combination with ballast tamping units designed Eor tamping a single tie at a time, the cross beam extending between the tamping tools of the pair of tamping tools straddling the tie to be tamped whereby much space is saved while the operating elements of the tamping and track stabilization units remain readily accessible.
According to the invention, the above-described mobile machines are operated in the following manner to compact ballast of a ballast bed supporting a track whose position has been corrected:
The machine is advanced to a tamping station and the track is raised to a level above a desired track level, at which time the vibrator means of the track stabilization unit may or may not be operated. The ballast: is tamped under the tie or ties at the tamping station by operating the pairs of reciprocable and vibratory tamping tools arranged to tamp ballast under the ties upon immersion of the tamping tools in the ballast when the tamping unit is veltically moved and, if the vibrator means of the track stabilization unit has not been previously activated, it is operated at the same time as the tamping tools for simultaneously imparting essentially horizontal vibrations extending transversely to the raised track under whose ~ies ballast has been tamped and ~he raised track is subjected to essentially vertical load forces until the raised track has been lowered ~o the desired track level. Due to the effect of the horiæontal vibrations and vertical load forces simultaneously imparted to the raised track, the track ties axe rubbed into the tamped ballast and, since the ballast is fluidized under these transverse and vertical vibratory forces to be reoriented and to flow into an ever denser compaction, the resultant decreased volume of the ballast causes a lowering of the ballast bed level until the track has reached the desired level. The rear undercarriage of the mobile machine transmits the heavy machine load to the track which has been stabilized and prevents the vibrations of the track stabilization uni~ to be extended therebeyond to the previously corrected and stabilized track section behind the rear undercarriage. As this heavy vertical load is transmitted to the track and underlying ballast bed by -the rear undercarriage of the moving machine, it further serves to solidify the stabilized track. The track level sensors cooperating with the reference system monitor and control the operations of the track correction, ballast tamping and track stabilization units to assure that the desired track position is obtained.
The essentially horizontal vibrations are imparted to the raised track solely during a time period encompassing the tamping and lowering of the track to the desired track level. This avoids any influence of the track stabilization operation on the track correction operation, and the combined effect of the tamping tool and stabilization unit vibrations produces a very intense ballast flow which greatly enhances ': `
the degree of ballast comp~ctlon in the en~ire opera~ing zone.
Particularly in track sections requiring no or only small lifts to obtain a desired track level, the track may be raised to the level above the desired track level sol~ly by upward pressure of the tamped ballast and without the use oE
the track correction unit, and the raised t~ack is held at this level while tamping is continued~ The essentially hori%ontal vibrations are imparted to the track and the track is subjected to the vertical load forces thereafter until the track has been lowered to the desired track level. This assures that the track is not unduly raised under the tamping pressure and limits the track lift to an extent which does not exceed the subsequent lowering of the track to the desired level. Furthermore, the ballast may be compacted under the ties more densely simply by increasing the reciproca~ing power of the tamping tools.
Preferably, after the track has been lowered to the desired track level, it is subjected to a static vertical load exerted by the rear undercarriage of the moving machine in the operating direction. In this manner, the amplitude of the horizontal vibrations imparted to the ~rack is gradually reduced until the vibrations are entirely halted by the static downward pressure on the track by the rear undercarriage.
It will be obvious to those skilled in the art that many structural modifications may be introduced into the track correction, ballast tamping and track stahili~ation units described and illustrated herein by way of example without departing from the spirit and scope of the present invention as defined in the appended claims. For example, the track stabili~ation unit may be arranged in the range of the tamping units but transversely staggered in relation thereto so that the tamping and stabillzation may be properly coordinated in their effect on the ballast compaction. The reference system also may be varied in any desired manner.
The present invention relates to improvements in a moblle machine for compacting ballast o a ballast bed supporting a track consisting o two rails fastened to ties resting on the ballast, and more particularly to a track tamping, leveling and lining machine used for this purpose.
A known machine of this type comprises a machine frame, undercarriages supporting the machine frame on the track rails for movement in an operating direction, a ballast tamping unit vertically movably mounted on the machine frame and including pairs of reciprocable and vibratory tamping tools arranged to tamp ballast under respective ones of the ties upon immersion of the tamping tools in the ballast when the tamping unit is vertically moved, a track correction unit mounted on the machine frame forwardly of the tamping unit in the operating direction and a track correction reference system for controlling the track correction unit. A track stabilization unit may be mounted on the machine frame and this unit includes a chassis, guide roller means firmly holding the chassis in engagement with the track rails and guiding the chassis along the track upon movement of the machine frame in the operating direction, vibrator means for imparting essentially horizontal vibrations to the trackl and power drive means connecting the chassis to the machine frame and arranged to impart essentially vertical load forces to the chassis. The machine may have control means Eor operating the ballast tamping, track correction and track stabilization units.
A track tamping and leveling machine of this general type has been disclosed, for example, in U.S. patent No.
3,926,123, dated December 16, 1975. This machine has a frame supported on two undercarriages and having a frame portion overhanging the front undercarriage. The tamping unit is mounted on the overhanging frame portion and the track stabîli~ation unit is mounted on the machine rame between the two undercarriages rearwardly of the tamping unit in the operating direction. With this machine~ the track is brought to the desired level, is fixed at this level by tamping the ballast under the track supporting ties and the position of the leveled track is then stabilized.
According to U. S. patent No. 4~ 046~ 078r dated September 6, 1977, a mobile machine ~rame supporting a track stabilization unit between two undercarriages is coupled to a mobile track tamping, leveling and lining machine for stabilizing the track after the track has been leveled, lined and tamped. During the dynamic track stabilization effected with these prior art machinesr the previously tamped ballast is 50 fluidized as to become denser, thus reducing the volume of the ballast bed and causing the trac~ to sink to a lower level. This anticipates the kind of ballast settling occurring normally under train traffic subsequent to track tamping operations and enhances the resistance of the tamped ties to transverse movement relative to the ballast bed. Since the track stabilization unit chassis is downwardly pressed while being vibrated horizontally in a direction transverse to the track, it causes the firmly gripped track to be embedded in the fluidized ballast against lateral movement of the ties while the ballast is further densified. In this manner, the tamped ballast is further compacted under the ties and at their ends, which reduces the ballast volume and lowers the level of the track supported thereon. This type o~
track stabilization has been very successful in practice and has greatly increased the durability of a corrected track position.
It is the primary object oE this invention further to improve such track stabilization apparatus by simplifying their structure and enhancing their eectiveness. With the apparatus of the invention, a single and unitary machine can obtain an almost ideal, stable ballast and track condition attainable heretofore only by means of a high-efficiency tamper equipped with the most up to-date tooling and a separate modern track stabilization apparatus, both used under the most favorable operating conditions.
The above and other objects are accomplished according to the invention in a mobile machine of the first described type by mounting the track stabilization unit substantially in the same area of the machine frame as the tamping unit and providing control means for a~tomatically and selectively operating the ballast tamping, track correction and track stabilization units in a selected operating cycleO The stabilization units chassis includes an elongated carrier associated with each track rail and arranged in the spac~
between pairs of the tamping rools straddling the rails. The power drive means comprise respective cylinder-piston drives extending upwardly from the projecting cross beam ends and linking said ends to the machine frame, the cylinder-piston drives being spaced outwardly of the ballast tamping unit in a direction transversely to the operating direc~ion, and the guide roller means comprises a pair of cylindrical gripping rollers associated with each one of the track rails, each track rail having a rail head and the rail head oE the associated track rail being arranged between a respective one of the pairs of gripping rollers for being gripped between the pair of gripping rollers, an inner one of the gripping !-3-~:~9~
rollers of each one of the pairs of gripping rollers being rotatably journaled on a ixed vertical axis and an outer one of ~he gripping rollers of each pair being rotatably journaled about an axle arranged for pivoting in a vertical plane extending transversely to the operating direction.
The ballast is compacted by raising the track to a level above a desired track level, tamping ballast under respecti~e ones of the ties of the raised track, and simultaneously imparting essentially hori~ontal vibrations extending transversely ~o the raised track under whose ties ballast has been tamped and subjecting the raised track to essentially vertical load forces until ~he raised track has been lowered to the desired track level.
This very simple arrangement enables all of the operating units used in the track surfacing operation to be so coordinated in time and place that the desired maximum solidification of the ballast bed and stabilization of the track position may be assured in a single pass of the mobile machine while the -3~-vpera~ing cycle is fully adjusted to the prevailing conditions and requirements. The selective coordination of the various operating stages make~ it possible to increase the effectiveness of the entire operation~ as compared to the use of separate machines, by permitting the operating units to interact in efective range and/or phase. For example, enhanced fluidi~ation of the ballast ~ed over a longer track section can be o~tained by superimposing the vibratory motion imparted to the ballast by the tamping tools on the hori~ontal vibrations generated by the dynamic stabilization, which reorients the ballast and produces the highest possible density thereoE. In this manner, dynamic track stabilization is obtained in the ballast tamping zone itself to take into account the initial settling of the ballast bed under the ensuing train traffic. Furthermore, existing track suracing machines may be used substantially without modification, except for the track stabilization equipment added thereto, and conventional and proven track correction and ballast tamping units may be used unchanged.
The ballast compacting produces a very exact desired track level long-lastingly fixed in position by a very solid ballast bed support which settles only insignificantly during subsequent train traffic, and any such settling oE the ballast bed proceeds very uniformly because of the homogenous condition of the ballast. The ballast compacting proceeds rapidly and dependably, and is well adapted Eor automation o the various operating steps.
The above and other objects, advantages and features of the invention will become more apparent from the following detailed description of certain now preEerred embodiments thereof, taken in conjunction with the accompanying generally schematic drawing wherein FIG. 1 is a side elevational view of a track tamping, leveling and lining machine equipped with a track stabilization unit ln accordance with one embodiment of the present invention;
FIG. 2 is an enlarged side e:Levation of the ~ombined ballast tamping and track stabilization unit constituting a single mechanical structure, as used in the machine of FIG. 1;
FIG. 3 is a partial front view of ~he combinad unit of FIG. 2r as seen in the direction of arrow III; and FIG. 4 is a like view of a modiied embodiment of such a combined unit.
Referring now to the drawing and first to FIGS. 1 to 3, there is shown mobile machine 1 for compacting ballast of a ballast bed supporting a track consisting of two rails 4 fastened to ties 5 resting on the ballast. The machine comprises machine frame 7 and undercarriages 2, 3 supporting machine frame on the track rails for movement in an operating direction indicated by arrow 8. Drive 6 powers rear undercarriage 3 to move the machine in the operating direction. Power plant 9 for the machine is mounted on the front end of machine frame 7. Between the power plant and the rear undercarriage, machine frame 7 carries ballas~
tamping unit 15, track correction unit 10 forwardly of the tamping unit in the operating direction and track stabilization unit 17. Preferably, a respective ballast tamping unit is associated with each rail 4 and, in the illustra~ed embodiment, each tamping unit includes two pairs of reciprocable and vibratory tamping tools 36, 37 arranged -to tamp ballast simultaneously under two respective ties 5 upon immersion of the tamping tools into successive cribs when vertically ', ~
movably mounted tamping unit 15 is vertically moved Operator's cab 21 is mounted on the rear end of machine frame 7 Eor operating and monitoring the work of units 10, 15 and 17, cab 21 housing control means 22 for automatically and selectively operating the units. Machine 1 is also equipped with track correction reference system 23 for controlling track correction unit 10.
In the illustrated embodiment, track correction unit 10 includes means for liEting and transversely moving the track and the reference system includes the illustrated system for leveling the track, machine 1 being a track tamping, leveling and lining machine. In the illustrated machine, machine frame 7 supports track correction, ballast tamping and track stabilization units 10~ ]5 and 17 between the two undercarriages 2 and 3. The means for lifting and transversely moving the track is comprised of lifting rollers 14 and lining rollers 13 engaging track rails 4, and lifting jack 12 for raising the track in the direction indicated by arrows 31. Connecting rod 11 is linked to the underside of machine frame 7 by a universal joint for attachment of track correction unit 10 to the machine frame The illustrated reference system for leveling the track is comprised of two reference wires 24 respectively associated with rails 4.
The front ends of the reference wires are supported at the front end of machine frame 7 by a sensing element whose support roller ~5 runs on the rails in a range of the track which has not yet been leveled and thus indicates the uncorrected level of the track while the rear ends of the reference wires are supported on the axle of rear undercarriage 3 to indicate the corrected track level. If desired, a separate sensing element could also support the rear end of each reference wire in the leveled track range ~2~
A further track level sensing element 26 is arranged between track correction unit 10 and ballast tamping unit 15 and the upper end of sensing element 26 carries track level measuring sensor 27 which, when contacting reEerence wire 24, emits a leveling control signal transmitted by line 29 to control means 22 connected to lifting jack 25. Ano-ther track level measuring sensor 28 is associated with track stabili~ation unit 17 and also emits a leveling control signal transmitted by line 30 to control means 22 connected to loading jacks 19, 20 of unit 17. Sensors 27 and 28 have rotary potentiometers carrying a fork-shaped element receiving the reference wire and adjusted thereby.
Just as the above-described track correction unit and the reference system associated therewith, the ballast tamping uni~
illustrated herein is conventional and comprises two pairs of reciprocable tamping tools 36, 37 arranged side-by-side for immersion into successive cribs for simultaneously tamping two ties 5. As clearly shown in FIGS. 2 and 31 the tamping unit comprises tamping tool carrier 35 slidably mounted on vertical guide columns 34 or vertical movement under the power o drive 16 linking the tamping tool carrier to machine frame 7. A
respective tamping unit is associated with each rail 4 and the tamping tools are mounted on the tamping tool carrier for pivotal movement about horizontal fulcrums 38 extending in the operating direction of the machine to enable the tamping tools to be reciprocated towards and away from the ties positioned between the tamping tools of each pair. The upper ends of tamping tools, 3fi, 37 are linked to respective hydraulic reciprocating drives 39 connected in a conventional manner to common, centrally arranged vibrating drive 41 comprised of a crank shaft driven by a hydraulic motor. Each tamping tool has two adjacently arranged tamping jaws 4~ replaceably attached to the lower tool end foe immersion in the ballast to a depth below the ties. Vertical columns 34 support -the tamping tool carrier in carrier frame 43.
Track stabilization unit 17 is arranged substantially in the the same area on the machine frame a5 ballast tamping unit 15, the respective pairs of tamping tools 36, 37 straddling associated track rail 4 (see FIG. 3~ and the s~raddling pairs oE
tamping tools defining a space therebetween wherethrough the associated track rail extends. Connecting rod 18 links unit 17 to the machine frame ~or movement with the machina in the operating direction.
The illustrated track stabilization unit has a chassis including an elongated carrier 44 associated with each track rail 4 and arranged in the space between the straddling pairs of tamping tools 36, 371 and cross beams 45 rigidly interconnecting the elongated carriers. The cross beams are equipped with 'tF h C~ 4 h-~ a ~
~;~, vibrator means ~6 for imparting essentially hori~intal vibrations to the track in the direction indicated by double-headed arrow 47 whereby the elongated carriers are rigidly connected with the vibrator means. Guide rollers means 48, 49 are mounted on the elongated carriers for firmly holding the chassis ~f the track stabilization unit in engagement with the track rails and for guiding the chassis along the track upon movement of machine frame 7 in the operating direction indicated by arrow 8. The illustrated guide roller means comprises two flanged wheels 48 guiding the chassis along each track rail without play in a vertical and horizontal direction and, arranged therebetween, two gripping rollers 49 ro~atably journaled in casings 50 for pivotal movement into and out of gripping engagement with the outside of the associated track rail. Each gripping roller is mounted on a ~2~
respective elongated carrier in a range extending betwen tamping tools 36, 37 oE the pairs of tamping tools (see FIG. 2) whereby the pairs of tamping tools straddle the gripping rollers. The gripping rollers clamp the track therebetween when the gripping rollers are in gripping engagement with the outsides of the track rails under the power of drive 5~ for pivot ng each gripping roller about axis 51 extending in the operating direction. Drive 52 is a cylinder-piston drive linking casing 50 of gripping roller 49 to cross beam 45 and is capable of moving the gripping roller into subtending engagement with the rail head of each track rail. With the rail heads firmly clamped between flanged wheels 48 on the inside and gripping rollers 49 on the outside, the vibratory motion indicated by arrow 47 will be directly transmitted to the track rails and ties 5 to which they are fastened, thus setting the surrounding ballast into vibratory motion.
Finally, power drive means l9, 20 connect the chassis of the track stabilization unit to machine frame 7 and this power drive means is arranged to impart essentially vertical load forces to the chassis. The illustrated power drive means comprises respective cylinder-piston drives linking the ends oE each elongated carrier 44 to machine frame 7 (see FIG. 2). Drives 19, 20 extend substantially in a vertical plane defined by associated track rail 4 and tamping unit 15 is arranged between the ends of the elongated carriers. In this manner, loading drives 19, 20 will subject the track to the vertical load forces centrally a~S~: la tæ~
within the vertical plane defined by the ~ ci~tc~ track rail.
The above-described embodiment uses the space available on the machine frame in the operating direction of the machine in a very economical manner and thus enables the length of the machine _. g .
frame to he helcl down, making it possible to e~uip existing traclc surfacing machines wi-th a track stabilization unit without substantial structural changes. Furthermore, considerable operating advantages are obtained by superimposing the effective ranges of the ~amping and dynamic ~rack stabilization zones.
Thus, the entire operating zone is readily observable by a single operator and it is also possible to superimpose the horizontal vibrations on the tamping vibrations imparted to the ballast by the tamping tools~ In this manner, the ballast is compacted during the tamping operation not only underneath the ties but also in the cribs as well as along the shoulders at the tie ends~
The described arrangement of the power drive means for the track stabilization unit makes it possible not only to subject the elongated carriers o~ the stabilization unit chassis to considerable vertical load forces but also to subject the respective ends of the elongated carriers to different load forces. This enables the compaction of the ballast and the corresponding lowering of the track level to be fine-tuned to an unusual extent by subjecting the track to a larger downward pressure at the front end of the track stabilization unit whereby the track level is lowered there farther than at the rear end where a smaller downward pressure is used to position the track accurately at the desired track level at the very end of the surfacing operation.
The described and illustrated arrangement of gripping rollers 49 makes good use of the available space between the pairs of tamping tools and enables the rollers to be outwardly pivoted. In this space, the gripping rollers are readily accessible and their positioning therein has the added advantage that they are positioned in the tamping æone in vertical alignment with each tie being tampe~ whereby the horizontal vibrations are directly transmitted to ties 5 by the fastening elements fixing the rails to the ties.
In the modified embodiment shown in ~IG. 4, a single tie tampin~ unit 53 is combined with track stabilization unit 54 and this embodiment differs from that hereinabove described in the following manner:
Cross beams 56 rigidly interconnect elongated carriers 57 and are equipped with vibrator means 55 but these cross beams have ends 58 projecting beyond the elongated carriers.
CYlinder-piston drives 59 extend upwardly from projecting cross beam ends 58 and link the ends to machine frame 61) laterally extending brackets 60 supporting the upper ends of drives 59 which are spaced outwardly of ballast tamping unit 53 in a direction transverse to the operation direction of the machine.
The guide roller means of this modified embodiment comprises a pair of cylindrical gripping rollers 62, 63 associated with each rail 68 and each track rail has a rail head arranged between a respective pair of the gripping rollers Eor being gripped between the pair of gripping rollers, Inner gripping roller 62 of each ~ ata~
pair of gripping rollers is rot-t~lc journaled on a fixed vertical axis 64 on the cross beam and outer gripping roller 63 1~0 t~t a~
each each pair is rotat~blc journaled about an axle 65 arranged on the cross beam for pivoting in a vertical plane extending transversely to the operating direction of the machine. Jack 66 links the pivotal axle to the cross beam for effectuating the pivoting of gripping roller 63. The guide roller means also includes flanged wheels 67 operating in the manner of wheels 48 in the first-described embodiment. Two, four or even more such flanged wheels may be mounted on each elongated carrier 57 oE
the track stabilization unit chassis for suitable guidance o~
the unit along the track.
This modified embodiment has the particular advantage that the horizontal vibrations as well as the vertical load forces are transmitted to each track rail in the central area of the track stabilization unit directly and, therefore, to their ~ull extent. This embodiment is particularly useful in combination with ballast tamping units designed Eor tamping a single tie at a time, the cross beam extending between the tamping tools of the pair of tamping tools straddling the tie to be tamped whereby much space is saved while the operating elements of the tamping and track stabilization units remain readily accessible.
According to the invention, the above-described mobile machines are operated in the following manner to compact ballast of a ballast bed supporting a track whose position has been corrected:
The machine is advanced to a tamping station and the track is raised to a level above a desired track level, at which time the vibrator means of the track stabilization unit may or may not be operated. The ballast: is tamped under the tie or ties at the tamping station by operating the pairs of reciprocable and vibratory tamping tools arranged to tamp ballast under the ties upon immersion of the tamping tools in the ballast when the tamping unit is veltically moved and, if the vibrator means of the track stabilization unit has not been previously activated, it is operated at the same time as the tamping tools for simultaneously imparting essentially horizontal vibrations extending transversely to the raised track under whose ~ies ballast has been tamped and ~he raised track is subjected to essentially vertical load forces until the raised track has been lowered ~o the desired track level. Due to the effect of the horiæontal vibrations and vertical load forces simultaneously imparted to the raised track, the track ties axe rubbed into the tamped ballast and, since the ballast is fluidized under these transverse and vertical vibratory forces to be reoriented and to flow into an ever denser compaction, the resultant decreased volume of the ballast causes a lowering of the ballast bed level until the track has reached the desired level. The rear undercarriage of the mobile machine transmits the heavy machine load to the track which has been stabilized and prevents the vibrations of the track stabilization uni~ to be extended therebeyond to the previously corrected and stabilized track section behind the rear undercarriage. As this heavy vertical load is transmitted to the track and underlying ballast bed by -the rear undercarriage of the moving machine, it further serves to solidify the stabilized track. The track level sensors cooperating with the reference system monitor and control the operations of the track correction, ballast tamping and track stabilization units to assure that the desired track position is obtained.
The essentially horizontal vibrations are imparted to the raised track solely during a time period encompassing the tamping and lowering of the track to the desired track level. This avoids any influence of the track stabilization operation on the track correction operation, and the combined effect of the tamping tool and stabilization unit vibrations produces a very intense ballast flow which greatly enhances ': `
the degree of ballast comp~ctlon in the en~ire opera~ing zone.
Particularly in track sections requiring no or only small lifts to obtain a desired track level, the track may be raised to the level above the desired track level sol~ly by upward pressure of the tamped ballast and without the use oE
the track correction unit, and the raised t~ack is held at this level while tamping is continued~ The essentially hori%ontal vibrations are imparted to the track and the track is subjected to the vertical load forces thereafter until the track has been lowered to the desired track level. This assures that the track is not unduly raised under the tamping pressure and limits the track lift to an extent which does not exceed the subsequent lowering of the track to the desired level. Furthermore, the ballast may be compacted under the ties more densely simply by increasing the reciproca~ing power of the tamping tools.
Preferably, after the track has been lowered to the desired track level, it is subjected to a static vertical load exerted by the rear undercarriage of the moving machine in the operating direction. In this manner, the amplitude of the horizontal vibrations imparted to the ~rack is gradually reduced until the vibrations are entirely halted by the static downward pressure on the track by the rear undercarriage.
It will be obvious to those skilled in the art that many structural modifications may be introduced into the track correction, ballast tamping and track stahili~ation units described and illustrated herein by way of example without departing from the spirit and scope of the present invention as defined in the appended claims. For example, the track stabili~ation unit may be arranged in the range of the tamping units but transversely staggered in relation thereto so that the tamping and stabillzation may be properly coordinated in their effect on the ballast compaction. The reference system also may be varied in any desired manner.
Claims (4)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A mobile machine for compacting ballast of a ballast bed supporting a track consisting of two rails fastened to ties resting on the ballast, comprising (a) a machine frame, (b) undercarriages supporting the machine frame on the track rails for movement in an operating direction, (c) a ballast tamping unit vertically movably mounted on the machine frame, the tamping unit including (1) pairs of reciprocable and vibratory tamping tools arranged to tamp ballast under respective ones of the ties upon immersion of the tamping tools in the ballast when the tamping unit is vertically moved, respective ones of the pairs of tamping tools being associated with each one of the track rails and straddling the associated track rail, the straddling pairs of tamping tools defining a space therebetween wherethrough the associated track rail extends, (d) a track correction unit mounted on the machine frame forwardly of the tamping unit in the operating direction, (e) a track correction reference system for controlling the track correction unit, (f) a track stabilization unit mounted on the machine frame in substantially the same area as the tamping unit, the track stabilization unit including (1) a chassis having an elongated carrier associated with each one of the track rails and arranged in said space, (2) a guide roller means mounted on the elongated carrier and firmly holding the chassis in engagement with the track rails and guiding the chassis along the track upon movement of the machine frame in the operating direction, (3) vibrator means for imparting essentially horizontal vibrations to the track, each elongated carrier being rigidly connected with the vibrator means, and (4) power drive means connecting the chassis to the machine frame and arranged to impart essentially vertical load forces to the chassis, the power drive means comprising respective cylinder-piston drives linking the ends of each one of the elongated carriers to the machine frame, the drives extending substantially in a vertical plane defined by the associated track rail and the tamping unit being arranged between the ends of the elongated carriers, and (g) control means for automatically and selectively operating the ballast tamping, track correction and track stabilization units.
2. The mobile machine of claim 1, wherein the track correction unit includes means for lifting and transversely moving the track and the reference system includes a system for leveling the track and a system for lining the track, the machine being a track tamping, leveling and lining machine.
3. The mobile machine of claim 1, wherein the guide roller means comprises a respective gripping roller pivotal into and out of gripping engagement with the outside of an associated one of the track rails, and a drive for pivoting each one of the gripping rollers about an axis extending in the operating direction, each gripping roller being mounted on a respective one of the elongated carriers in a range extending between the tamping tools of the pairs of tamping tools whereby the pairs of tamping tools straddle the gripping rollers, and the gripping rollers clamping the track therebetween when the gripping rollers are in gripping engagement with the outsides of the track rails.
4. The mobile machine of claim 1, wherein the chassis further comprises cross beams rigidly interconnecting the elongated carriers and equipped with the vibrator means, the cross beams having ends projecting beyond the elongated carriers, the power drive means comprises cylinder-piston drives extending upwardly from the projecting cross beam ends and linking said ends to the machine frame, the cylinder-piston drives being spaced outwardly of the ballast tamping unit in a direction transversely to the operating direction, and the guide roller means comprises a pair of cylindrical gripping rollers associated with each one of the track rails, each track rail having a rail head and the rail head of the associated track rail being arranged between a respective one of the pairs of gripping rollers for being gripped between the pair of gripping rollers, an inner one of the gripping rollers of each one of the pairs of gripping rollers being rotatably journaled on a fixed vertical axis and an outer one of the gripping rollers of each pair being rotatably journaled about an axle arranged for pivoting in a vertical plane extending transversely to the operating direction.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ATA370/81 | 1981-01-28 | ||
| AT0037081A AT371171B (en) | 1981-01-28 | 1981-01-28 | TRACK LEVELING PLUG AND LEVELING MACHINE WITH STABILIZATION UNIT |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1192444A true CA1192444A (en) | 1985-08-27 |
Family
ID=3488794
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000392436A Expired CA1192444A (en) | 1981-01-28 | 1981-12-16 | Mobile ballast compacting machine |
Country Status (12)
| Country | Link |
|---|---|
| JP (1) | JPS57130603A (en) |
| AT (1) | AT371171B (en) |
| CA (1) | CA1192444A (en) |
| DE (1) | DE3132870C2 (en) |
| DK (1) | DK152386C (en) |
| ES (1) | ES8302151A1 (en) |
| FR (1) | FR2498653A1 (en) |
| GB (1) | GB2094379B (en) |
| IN (1) | IN154967B (en) |
| IT (1) | IT1140070B (en) |
| SE (1) | SE449629B (en) |
| YU (1) | YU42119B (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT402519B (en) * | 1990-02-06 | 1997-06-25 | Plasser Bahnbaumasch Franz | CONTINUOUSLY RIDABLE RAILWAY MACHINE FOR COMPRESSING THE GRAVEL BED OF A TRACK |
| DE59601320D1 (en) * | 1995-02-09 | 1999-04-01 | Plasser Bahnbaumasch Franz | Method and machine for stuffing and stabilizing a track |
| AT505909B1 (en) * | 2007-11-27 | 2009-05-15 | Plasser Bahnbaumasch Franz | METHOD AND MACHINE FOR COMPACING SCOTTER OF A JOINT |
| CN103738357B (en) * | 2014-01-15 | 2016-11-02 | 株洲时代电子技术有限公司 | The failure detector installed based on bogie |
| AT515208B1 (en) * | 2014-02-20 | 2015-07-15 | Plasser & Theurer Export Von Bahnbaumaschinen Gmbh | Track-laying machine for performing track position corrections and procedures |
| AT518023B1 (en) * | 2015-12-02 | 2018-04-15 | Plasser & Theurer Export Von Bahnbaumaschinen Gmbh | Tamping machine and method for performing a position correction of a track |
| AT521990B1 (en) * | 2018-12-27 | 2022-07-15 | Plasser & Theurer Export Von Bahnbaumaschinen Gmbh | Method and track-laying machine for processing a ballasted track |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT338858B (en) * | 1968-01-02 | 1977-09-26 | Plasser Bahnbaumasch Franz | TRACK POT MACHINE |
| AT336663B (en) * | 1972-10-13 | 1977-05-25 | Plasser Bahnbaumasch Franz | METHOD AND MACHINE FOR CORRECTING THE LEVEL OF A TRACK WITH BALLBED BED |
| AT343165B (en) * | 1975-01-31 | 1978-05-10 | Plasser Bahnbaumasch Franz | MOBILE BOTTOM BED COMPACTION MACHINE FOR CORRECTING THE TRACK |
| AT337241B (en) * | 1975-03-05 | 1977-06-27 | Plasser Bahnbaumasch Franz | MOBILE MACHINE FOR COMPACTING AND CORRECTING THE TRACK |
| US4125075A (en) * | 1977-03-18 | 1978-11-14 | Canron, Inc. | High speed production tamper compactor |
-
1981
- 1981-01-28 AT AT0037081A patent/AT371171B/en not_active IP Right Cessation
- 1981-08-20 DE DE3132870A patent/DE3132870C2/en not_active Expired
- 1981-09-24 IN IN1067/CAL/81A patent/IN154967B/en unknown
- 1981-10-01 GB GB8129634A patent/GB2094379B/en not_active Expired
- 1981-10-29 YU YU2574/81A patent/YU42119B/en unknown
- 1981-11-10 IT IT24960/81A patent/IT1140070B/en active
- 1981-11-26 JP JP56189843A patent/JPS57130603A/en active Pending
- 1981-12-16 CA CA000392436A patent/CA1192444A/en not_active Expired
-
1982
- 1982-01-11 SE SE8200091A patent/SE449629B/en not_active IP Right Cessation
- 1982-01-27 FR FR8201278A patent/FR2498653A1/en active Granted
- 1982-01-27 ES ES509101A patent/ES8302151A1/en not_active Expired
- 1982-01-28 DK DK038882A patent/DK152386C/en active
Also Published As
| Publication number | Publication date |
|---|---|
| SE449629B (en) | 1987-05-11 |
| SE8200091L (en) | 1982-07-29 |
| IT1140070B (en) | 1986-09-24 |
| DE3132870A1 (en) | 1982-08-26 |
| FR2498653B1 (en) | 1984-04-20 |
| IT8124960A0 (en) | 1981-11-10 |
| ATA37081A (en) | 1982-10-15 |
| GB2094379A (en) | 1982-09-15 |
| DK38882A (en) | 1982-07-29 |
| JPS57130603A (en) | 1982-08-13 |
| DE3132870C2 (en) | 1985-10-17 |
| GB2094379B (en) | 1984-09-05 |
| YU257481A (en) | 1984-02-29 |
| FR2498653A1 (en) | 1982-07-30 |
| DK152386C (en) | 1988-07-11 |
| ES509101A0 (en) | 1982-12-16 |
| IN154967B (en) | 1984-12-22 |
| YU42119B (en) | 1988-04-30 |
| AT371171B (en) | 1983-06-10 |
| DK152386B (en) | 1988-02-22 |
| ES8302151A1 (en) | 1982-12-16 |
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Legal Events
| Date | Code | Title | Description |
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| MKEX | Expiry |