DK2457798T3

DK2457798T3 - Modular work trolley for the construction and / or renovation of a railway line

Info

Publication number: DK2457798T3
Application number: DK11009356.4T
Authority: DK
Inventors: Ralf Zürcher
Original assignee: Zuercher Ralf
Priority date: 2010-11-26
Filing date: 2011-11-25
Publication date: 2018-10-15
Also published as: EP2457798A1; EP2457798B1; DE102010052744A1; PL2457798T3; ES2686918T3

Description

MODULAR MAINTENANCE VEHICLE FOR CONSTRUCTION AND/OR RENOVATION OF A RAILWAY TRACK

DESCRIPTION

[0001] The invention relates to a modular maintenance vehicle for construction and/or renovation of a railway track according to the preamble of Claim 1.

[0002] A modular maintenance vehicle having a structural roof unit is known from WO 2006/038122 Al. Railway tracks consist of a multi-layered substructure on which the tracks are situated. These tracks consist of the sleepers and the rails. The multi-layered substructure consists firstly of base layers. These are in particular a sub-ballast layer, a frost protection layer and, if necessary, further layers. An additional nonwoven material can also be provided. A ballast layer is then situated on these base layers. This is used to support the track.

[0003] Existing railway tracks must be renovated from time to time. This can mean that the multi-layered substructure is renovated. The track itself is not necessarily renewed in the process. However, it can also be renewed or partially renewed as well. There are various methods for renovating and renewing substructure layers and track systems.

[0004] In principle, mobile, rail-mounted maintenance vehicles are used for this, said maintenance vehicles supporting the necessary construction machinery and also being provided to accommodate the necessary materials. Several of these maintenance vehicles are coupled together to form a maintenance train. This maintenance train can then perform all the work on a railway track consisting of tracks and of a substructure for the tracks.

[0005] The invention proceeds from a maintenance vehicle for the necessary materials. Needed materials are deposited into this maintenance vehicle. Removed materials can be deposited into this maintenance vehicle. These maintenance vehicles have a container-like vehicle body which rests on chassis frames. In addition to conveyor belts in the bottom region, these maintenance vehicles can also have bypass conveyor belts which extend in the longitudinal direction in the roof region. A single conveyor belt or else a plurality of conveyor belts can be provided in this roof region.

[0006] The problem with these bypass conveyor belts in the roof region consists in that they are firmly connected by their roof frame to the actual vehicle body. If any problems occur in the interior of the maintenance vehicle so that, for example, access to the interior of the vehicle body must be allowed by means of appropriate machines, it has been necessary until now for the frame supports to be cut open with appropriate cutting tools, for the corresponding region to be thus exposed and for the roof frame to be welded back together after the repair work. A further problem consists in that there are country-specific regulations for the loading gauge of the maintenance vehicle. This means that different maintenance vehicles must be provided for different countries. Alternatively, only one maintenance vehicle with the smallest loading gauge is provided. However, this results in the disadvantage that capacities are lost in countries where the loading gauge is actually permitted to be larger.

[0007] Proceeding from this, the invention is based on the object of creating a maintenance vehicle for construction and/or renovation of railway tracks which is improved in terms of the conveying possibilities in the roof region.

[0008] The technical solution is characterised by the features in the characterising part of Claim 1.

[0009] A modular maintenance vehicle for construction and/or renovation of a railway track, the roof structure of which together with the conveyor belts situated there is very variable, is created thereby. The basic concept consists in a type of modular system. This means that, on a maintenance vehicle main body, the structural roof unit consisting of the roof frame and none or at least one conveyor belt can simply be removed and replaced by an identical structural unit or by a different structural unit in a variable manner. Structurally, the crossbeams of the roof unit are in the form of removable crossbeams over the entire length of the vehicle. The separate formation according to the invention of the crossbeam structure of the roof in relation to the lateral board walls or board wall supports makes it possible to optionally install exchangeable units with bypass conveyor belts, on standard vehicles which in their basic version do not have these bypass conveyor belts. For instance, an exchangeable unit with 0, 1, 2 or even more bypass conveyor belts can be placed on the maintenance vehicle, depending on the intended use. Furthermore, the entire roof structure can be removed if forced unloading is necessary. To make it easier to raise the crossbeam structure (with or without bypass conveyor belts), the individual crossbeams can be statically lifted off and put back in place together by means of horizontal connections or via the attachment to the bypass conveyor belts. The electrical connection between the actual vehicle body and the roof structure is preferably made by means of automatic plug connections. This means that when the structural unit is lifted off or put in place, the electrical connection is either disconnected or - when put in place - established. The connection of electronic components (such as the bypass conveyor belts, lights, heating modules etc.) can thus be automated by means of a decouplable installed electrical connection between the board walls and the roof structure when the structural roof unit is put in place.

[0010] A development proposes that the structural unit can be placed onto the vehicle body from above and can subsequently be firmly connected to the vehicle body. This can be performed in a technically simple manner by means of a crane. This means that the crane can lift the structural roof unit over its entire length after the fastening devices have been undone. After repairs are complete or after the structural roof unit has been changed, it is then merely necessary to lower this structural roof unit again and connect it firmly to the actual vehicle body. A further development proposes a design of the roof frame. The basic principle consists in that the roof frame is designed with a downward arcuate shape, as seen in its cross-sectional profile. This has the advantage that optimal adaptation to specified loading gauges is made possible thereby and thus the available space is utilised optimally. Bars extending downwards in a slanted manner and distributed over the entire length of the roof frame are used to fasten the roof frame to the vehicle body. These bars have two tasks. Firstly, the attachments of the roof frame, in particular the conveyor belts, are fastened to them. Secondly, the arcuate bars are an essential element for the statics of the entire vehicle body. This is because these arcuate bars connect one side wall of the vehicle body to the other side wall of the vehicle body. This means that these arcuate connecting bars give the side walls of the vehicle body the necessary support. This effect of the bars as a type of clamp therefore makes it possible for the side walls of the vehicle body to be relatively weak. This is because the vehicle body is filled with material which would normally push the side walls outwards; the spreading force is absorbed by the connecting bars.

[0011] A further development proposes that at least one sensor device be provided. This is used to determine the fill level of materials in the maintenance vehicle.

[0012] The sensor devices are preferably sensors which operate in a non-contact manner.

[0013] According to a further development, at least one sensor device can be arranged on the bottom side of the roof frame of the maintenance vehicle. The installation of such sensors, in particular of ultrasonic sensors or other measuring sensors, preferably in the crossbeams of the roof structure, creates a protected installation above the load and can determine the load height of this load. In a further step, it is conceivable that the fill level can be displayed optically on the outside of the board wall, for example by means of a light indicator or on a display. In this case, data transmission takes place either via a line or by radio. It is thus possible to detect and evaluate the fill quantities at the maximum fill point both in the horizontal plane and in the relative height. The evaluation can thereby be designed such that a direct optical fill level measurement by appropriate operating staff can be omitted for the individual maintenance vehicles. A further development proposes a specific design of the bottom conveyor belt and of the transfer conveyor belt. The initial concept consists in that the transfer conveyor belt is in two parts in order to be able to transfer materials from one maintenance vehicle to the adjacent maintenance vehicle. The base part of the transfer conveyor belt runs horizontally on the vehicle bottom and can be extended and retracted. A transfer arm which can be pivoted up and down then adjoins this base part. In operation, this transfer conveyor belt is extended and the transfer arm is pivoted upwards so that it can drop the material into the adjacent maintenance vehicle. When not in use (if, for example, material is to be conveyed in the opposite direction), the transfer conveyor belt is retracted into the maintenance vehicle. The transfer arm is pivoted downwards for this purpose. To facilitate this retraction of the transfer conveyor belt and implement it in terms of space, the bottom conveyor belt is slanted upwards in this end region of the maintenance vehicle. A step-by-step control of the transfer conveyor belt is thus made possible overall when the maintenance vehicles are in the coupled state. This allows the transfer conveyor belts to be extended and retracted when the maintenance vehicles are in the coupled state. Complex uncoupling with shunting is therefore no longer necessary. For the movement of the transfer conveyor belt, one or more electrical telescopic cylinders can be used for precise control of the curve of the transfer conveyor belt during the extension and retraction movement. The use of these electrical telescopic cylinders allows precise control of the curve of the transfer conveyor belt; an electrical dependence of the horizontal and vertical movement can be created.

[0014] A further development proposes that a vertically displaceable shut-off slide for a container of the maintenance vehicle be provided at the front face of the maintenance vehicle. This container shut-off slide allows an openable and closable board wall flap to be created, with which it is possible to supply and remove materials (bunkering and discharge of the materials) with the maintenance vehicle. This is made possible by a corresponding switchover (opening or closing) of the displaceable board wall. A further additional function of this shut-off slide is the possibility of supporting the unloading belt of the transfer conveyor belt of the adjacent maintenance vehicle.

[0015] A development of this proposes that the movements of the above-described transfer conveyor belt and of the above-described shut-off slide are positively coupled. This realises a combination of the change in position of the container shut-off slide with the simultaneous movement of the transfer conveyor belt. The already described electrical cylinders are preferably used for this. This combination makes it possible, using the existing actuation units, to combine the vertical movement and horizontal movement of the transfer conveyor belt during extension or during retraction with the opening movement or closing movement of the shut-off slide and to use said movements. The basic concept therefore consists in that the shut-off slide is simultaneously opened when the transfer conveyor belt is extended and conversely the shut-off slide is moved back into the closed position when the transfer conveyor belt is retracted. As a result, only the movements of the transfer conveyor belt have to be coupled to the movements of the shut-off slide for all the necessary steps for changing the conveying direction. Separate actuation of the transfer conveyor belt and of the shut-off slide by means of additional actuation devices is therefore not necessary.

[0016] A further development proposes that the maintenance vehicle have control stations at all of its four corners. Control stations are thus attached to all four corners of the maintenance vehicle (and thus symmetrically), to inspect and actuate the maintenance vehicle. These control stations allow the corresponding equipment to be operated independently of the logistical placement and of the location of the operator. At the same time, it is possible to operate and inspect both the discharging maintenance vehicle and the maintenance vehicle to be filled. In a development, these control stations can be folded out and in. Appropriate components and assemblies are used for this. This has the advantage that larger loading gauges in the construction site region can be used optimally.

[0017] The development finally proposes that buffers be provided in the endsided chassis frames. This has structural advantages in comparison with attaching the buffers previously to the actual vehicle structure.

[0018] An exemplary embodiment of a maintenance vehicle according to the invention for the construction and/or renovation of a railway track is described below using the drawings. In the drawings,

Fig. 1 shows a perspective view of the maintenance vehicle;

Fig. 2 shows a side view of the maintenance vehicle of Fig. 1;

Figs. 3a to 3c show a cross-section through the maintenance vehicle in different variants;

Figs. 4a to 4d show the situation between two maintenance vehicles when the conveying direction is to be reversed;

Figs. 5a and 5b show the basic maintenance vehicle with two different roof frames of a certain loading gauge;

Figs. 6a to 6c show the basic maintenance vehicle with three different roof frames of a different loading gauge;

Fig. 7 shows the vehicle of Fig. 5a with the roof frame lifted off;

Fig. 8 shows a perspective view of a roof frame with a single conveyor belt.

[0019] Fig. 1 shows the maintenance vehicle with four chassis frames 1 and a structure in the form of a vehicle body 2 situated thereon. The chassis frames 1 at the end of the maintenance vehicle each have buffers 3. The maintenance vehicle can be driven on the track of a railway track.

[0020] The container-like vehicle body 2 has in the bottom region a bottom conveyor belt 4 which extends in the longitudinal direction. This bottom conveyor belt 4 is angled upwards at the end.

[0021] In each of the two end regions of the maintenance vehicle there is a transfer conveyor belt 5. This transfer conveyor belt 5 is in two parts, the two parts being pivotable relative to each other. The first section of the transfer conveyor belt 5 is horizontally displaceable on the bottom of the vehicle body 2, while the second section of the transfer conveyor belt 5 can be pivoted up and down.

[0022] In this end region of the maintenance vehicle there is also a vertical shutoff slide 6 as an end-face board wall of the container.

[0023] The manner in which this transfer conveyor belt 5 and the shut-off slide 6 function is as follows:

The basic principle consists in that the shut-off slide 6 is moved upwards and thus the end-face opening of the container is opened when the transfer conveyor belt 5 is extended. Conversely, when the transfer conveyor belt 5 is retracted, the shutoff slide 6 is simultaneously moved downwards into the closed position of the container in a positively coupled manner.

[0024] Fig. 4a shows the situation when material is conveyed from the maintenance vehicle on the right in the drawing onto the maintenance vehicle on the left in the drawing. In this situation, the shut-off slide 6 of the right-hand maintenance vehicle is in the upper, opening position of the container. At the same time, the transfer conveyor belt 5 is in the extended, working position. The second, upwardly angled section of the transfer conveyor belt 5 rests on the shutoff slide 6 of the left-hand maintenance vehicle.

[0025] The transfer conveyor belt 5 and the shut-off slide 6 are positively coupled in terms of movement. To this end, a carriage 7 can be moved on the second section of the transfer conveyor belt 5. Said carriage is connected to the shut-off slide 6 via an electrical telescopic device 8. This telescopic device 8 is used to pivot the second section of the transfer conveyor belt 5. A second drive device is assigned to the shut-off slide 6.

[0026] Fig. 4b shows the situation when the first section of the transfer conveyor belt 5 is retracted a certain amount, when the second section of the transfer conveyor belt 5 is pivoted downwards somewhat via the telescopic device 8, and when the shut-off slide 6 has moved downwards a little. These movements are coupled to one another in a computer-controlled manner via the corresponding drives.

[0027] Fig. 4c shows the situation when the second section of the transfer conveyor belt 5 is in its horizontal end position and the shut-off slide 6 on the end of the container has reached its lower end position.

[0028] In Fig. 4d, the transfer conveyor belt 5 is completely retracted into the right-hand maintenance vehicle. In a corresponding reversed sequence of movements, the transfer conveyor belt 5 in the left-hand maintenance vehicle is extended and the associated shut-off slide 6 is in the upper position.

[0029] While Fig. 4a shows the situation when material flows from right to left in the drawing, Fig. 4d shows the situation when material flows from left to right in the drawing. Therefore, because of the positively coupled movements of the transfer conveyor belt 5 on the one hand and of the shut-off slide 6 on the other, an automatic reversal of transport between the maintenance vehicles is possible.

[0030] Fig. 3a shows that there is a structurally separate structural unit 9 in the roof region on the actual vehicle body 2. This structural unit 9 has a roof frame 10 with crossbeams. A conveyor belt 11 extends in the longitudinal direction of the maintenance vehicle on this roof frame 10.

[0031] Fig. 3b shows the same situation but with the difference that two conveyor belts 11 are provided next to each other.

[0032] Fig. 3c shows the modular structural unit 9 with its roof frame 10 and the two conveyor belts 11 after it has been lifted off the actual vehicle body 2. The corresponding fastening devices between the roof frame 10 and the actual vehicle body 2 have been previously undone.

[0033] This structural unit 9 can be replaced by a corresponding structural unit 9. However, it is also possible for a modified structural unit 9 to be put in place instead of the old structural unit 9 if the latter, for example, has a different loading gauge, depending on country-specific regulations. It is merely necessary for the new structural unit 9 to be placed onto the corresponding frame of the vehicle body 2 from above. The fastening can then be made for example by means of screw-fastenings or clamps or in another manner. The essential thing is that it is a detachable connection so that the structural element 9 can be removed without problems.

[0034] It can also be seen in Figs. 3a to 3c that sensor devices 12 in the form of ultrasonic sensors or other measuring sensors are arranged on the crossbars on the bottom side of the roof frame 1. These sensor devices 12 determine the fill level in the container.

[0035] A further feature is that there can be control stations at the four corners of the maintenance vehicle.

[0036] Figs. 5a and 5b show the principle of the maintenance vehicle according to the invention again. A basic maintenance vehicle consisting of chassis frames 1 and a container-like vehicle body 2 arranged thereon is provided. A roof frame 10 which has a conveyor belt 11 extending in the longitudinal direction is placed onto this basic maintenance vehicle.

[0037] Fig. 7 shows the situation when the roof frame 10 is lifted off. This roof frame 10 is shown again separately in a perspective view in Fig. 8.

[0038] The basic principle of this roof frame 10 consists in that bars 13 are provided which run in the transverse direction and curve downwards. These bars 13 form virtually the continuation of the wall of the vehicle body 2 in terms of the cross-sectional contour. The bars 13 of the roof frame 10 are placed onto corresponding mating elements of the vehicle body 2 and connected to same. In the process, the roof frame 10 and the bars 13 thereof together with the lateral vehicle walls of the vehicle body 2 form a static unit in that the roof frame 10 connects the two side walls in the manner of a clamp and thereby prevents the side walls of the vehicle body 2 being spread outwards, for example during loading.

[0039] Fig. 5b proceeds from the same basic maintenance vehicle. The difference from Fig. 5a consists in that the roof frame 10 in this case does not have a conveyor belt. The roof frame 10 in this case likewise has the function of statically connecting the two side walls of the vehicle body 2.

[0040] Figs. 6a to 6c show the situation with a changed loading gauge. Roof frames 10 are also provided here but are designed differently in terms of loading gauge from the roof frames 10 of Figs. 5a and 5b. Fig. 6a shows that the roof frame has two parallel conveyor belts 11, whereas 6b shows a roof frame 10 which has only one conveyor belt 11. Finally, Fig. 6c shows a roof frame 10 without a conveyor belt.

[0041] The basic principle therefore consists in that this system can be adapted to different loading gauges with the different roof frames 10. The drawings also show the stumps which are used as attachment elements for the different roof frames 10. The bars 13 or arms of the roof frames 12 fit around these stumps and can then be screw-fastened to them.

[0042] It is conceivable that there are also special designs for each conveyor belt, for example shortened belts which end over the drop position in the vehicle body 2 in order to fill the maintenance vehicle directly from the bypass belt. Conveyor belts which are used to load screening devices in the vehicle are also conceivable.

LIST OF REFERENCE SYMBOLS

[0043] 1 Chassis frame 2 Vehicle body 3 Buffer 4 Bottom conveyor belt 5 Transfer conveyor belt 6 Shut-off slide 7 Carriage 8 Telescopic device 9 Structural element 10 Roof frame 11 Conveyor belt 12 Sensor device 13 Bar

Claims

A modular work wagon for the construction and / or renovation of a railway line, with a car body (2) resting on chassis frames (1) and comprising side walls, and a roof building unit (9) removably mounted on the car body (2), characterized by in that the roof building unit (9) is selected from a modular system of different, in relation to the car body (2), separate roof building units (9) comprising a roof frame (10) and at least different with respect to a number of conveyor belts ( 11), which, in the arrangement of the respective roof building unit (9), extends on the car body (2) in the longitudinal direction of the working car, whereby the roof frame (10) in each roof building unit (9) comprises rods (13) distributed in its longitudinal extent of across the longitudinal extension of the roof frame (10), which rods (13) extend obliquely downwards and can be releasably connected to the side walls of the vehicle body (2).

A modular work trolley according to one of the preceding claims, characterized in that the roof building unit (9) can be mounted on the trolley body (2) from above and subsequently fixed, but again removably can be connected to the trolley body (2).

A modular work trolley according to one of the preceding claims, characterized in that the roof frame (10) is formed with a downwardly curved shape, seen in its cross-sectional profile.

A modular work carriage according to one of the preceding claims, characterized in that at least one sensor device (12) is provided for detecting the level of filling of materials in the work carriage.

A modular work truck according to claim 4, characterized in that the at least one sensor device (12) operates without contact.

A modular work cart according to claim 4 or 5, characterized in that the at least one sensor device (12) is arranged on the underside of the roof frame (10) of the working car.

A modular work carriage according to one of the preceding claims, characterized in that the work carriage comprises a longitudinal bottom conveyor belt (4) and at least one end of the bottom conveyor belt (4) is provided with a movable and movable as well as upwardly pivoting transfer conveyor belt (5), whereby the bottom conveyor belt (4) is inclined upwardly in the region of the bottom conveyor belt (4) where the transfer conveyor belt (5) is retracted.

A modular work carriage according to one of the preceding claims, characterized in that a vertically displaceable locking slide (6) for a container in the work carriage is provided on the front side of the work car.

A modular work trolley according to claims 7 and 8, characterized in that the movement of the transfer conveyor belt (5) is forcibly coupled in and out to the closing movement and the open movement of the locking slide (6).

A modular work trolley according to one of the preceding claims, characterized in that the work trolley comprises operating stations in all four corners.

A modular work truck according to one of the preceding claims, characterized in that buffers (3) are provided at the ends of the chassis frame (1).