EP1741831A1 - Maschine zum Korrigieren und Stabilisieren eines Gleises - Google Patents

Maschine zum Korrigieren und Stabilisieren eines Gleises Download PDF

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Publication number
EP1741831A1
EP1741831A1 EP06115634A EP06115634A EP1741831A1 EP 1741831 A1 EP1741831 A1 EP 1741831A1 EP 06115634 A EP06115634 A EP 06115634A EP 06115634 A EP06115634 A EP 06115634A EP 1741831 A1 EP1741831 A1 EP 1741831A1
Authority
EP
European Patent Office
Prior art keywords
ballast
machine
frame
track
compacting
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.)
Withdrawn
Application number
EP06115634A
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English (en)
French (fr)
Inventor
Antoine Scheuchzer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Scheuchzer SA
Original Assignee
Scheuchzer SA
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Scheuchzer SA filed Critical Scheuchzer SA
Publication of EP1741831A1 publication Critical patent/EP1741831A1/de
Withdrawn legal-status Critical Current

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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

Definitions

  • the invention relates to a machine for grinding the position of a railway track resting on ballast, comprising various compaction tools arranged so that the entire ballast bed is compacted.
  • ballast To correct the defects of the geometry of the layout of a railway track resting on ballast, there are universally widespread machines called “tampers”: they proceed crosswise by traverse, or by two or more sleepers at a time, by grasping the way by means of clamps to raise it, generally a few centimeters, to a set height (leveling operation) and to position said track transversely at the desired location (training or shifting operation), while jamming tips create, under each crossbar and in the support region of each rail line, pillars by vibratory compression and ballast tightening, pillars of highly compacted ballast on which the sleepers come to rest.
  • the accuracy of the mechanical stuffing operations depends on the accuracy of the new course of the track and the strength of the ballast pillars that hold it.
  • the above-mentioned solutions have only disadvantages.
  • the so-called "central" jamming only destroys the accuracy of the repositioning of the track obtained by tamping the ballast located under each rail line. ; and even if this inconvenience could be eliminated, the sleepers, each placed on three pillars of ballast called sooner or later to some degradation by the effect of the weight of the track, the loads of the traffic and bad weather, would be tilted to left or right in case the central ballast pillar settles less quickly than a left or right ballast pillar, and there is a wobbly railroad, in obvious contradiction with the purpose of the position of railroad tracks.
  • transverse tamping which only prestresses the ballast perpendicular to the axis of the track, which is obviously detrimental to tamping operations.
  • conventional tightening of tamping paws in the axis of the track compaction obtained by clamping tools separated by 200 centimeters of ballast (corresponding to the length of a cross) can only assume a disruptive and random, at the detrimental to the fluidity of the surrounding ballast necessary for a good conventional stuffing in the longitudinal axis of the track.
  • this transverse stuffing would be performed after or at the same time as said conventional stuffing, it would create additional ballast pillars at the expense of the strength and accuracy of the grinding obtained by this conventional stuffing.
  • stabilization can certainly provide an immediate improvement in the seating of the track, particularly in the transverse direction, since precisely this stabilization reinserts into the ballast the way that the stuffing had just emerged.
  • the stabilization devices by vibratory depression of the sleepers in the ballast, by lowering the level of the track, have the disadvantage of partially destroying the pillars of ballast stuffed just created under each rail line. In addition, these devices do not treat the ballast that is not located under the sleepers. Finally, stabilization by depressing the track in the ballast is supposed to simulate the effect that real traffic loads would have on the track, according to predetermined degradation parameters. This traffic load artificially created by the stabilization operation can therefore only shorten the useful life of the correct maintenance of the track, and thus tend to increase the frequency of the necessary interviews.
  • the document EP 786 556 B1 proposes to combine under the same machine frame tools "hammering" and compacting tools, according to a heavy and complex organization that provides that each vibrating tool is supported by its own slider slidable on inclined guides and “submitted to the "action” of a displacement cylinder and that each hammer tool is movable along its own advancement path and that the respective feed paths "are inclined in opposite directions with respect to the vertical so that said paths intersect each other under each track cross member at an imaginary point which can be varied at will "(see column 16, claim 1).
  • the document DE 34 09 852 C2 exposes (see column 2) the high resistance exerted by the ballast bed when diving tamping tools, which can reach several tons when "the ballast is heavily compressed" or when the mobile chassis are equipped with a large number of picks, for example 16 picks or stuffing peaks (see column 2, line 8).
  • the object of the invention is to improve the machines known in the state of the art.
  • the object of the invention is to create a single railway construction machine that ensures maximum accuracy in the repositioning operations of the track and, once the exact position of said track obtained, ensure immediate consolidation and permanent maintenance, without any additional work being necessary to achieve them.
  • the machine 1 for correcting the position of a railway track 2 disposed on a ballast 3 comprises a front frame 4a and a rear frame 4b. These two frames 4a and 4b are connected by a connecting member 11, said connecting member having a variable length which is telescopically adjustable by a hydraulic control, for example.
  • a connecting member 11 said connecting member having a variable length which is telescopically adjustable by a hydraulic control, for example.
  • Other known means can of course be envisaged.
  • the front frame 4a and the rear frame 4b respectively rest on an axle or on a front bogie 5a and on a rear axle or bogie 5b, on an axle or on a front bogie 5c and on a rear axle or bogie 5d.
  • the front frame 4a comprises, in a central zone, a mobile frame 6a movable both vertically and transversely with respect to the axis of the track. and longitudinally in the axis of the track 2.
  • This mobile frame 6a comprises jamming pencils 7 which are intended to create, by tamping the ballast 7a located under at least one cross during a working phase, or under two sleepers (Zones 7a and 7b, see FIGS. 1 and 5) simultaneously during a working phase when the mobile frame 6a makes it possible to treat the ballast 7a, 7b under two sleepers simultaneously, compacted ballast pillars 8 (see FIG. 3) which define the desired positioning of channel 2.
  • These pillars 8 are located on either side of each rail line, excluding the ballast located under the central zone 9 of each cross member and excluding the ballast zones 10 located at the ends of each crossmember.
  • the rear frame 4b which is connected to the front frame 4a by the connecting member 11, comprises in its central part compaction tools 12 (see FIGS. 1 and 2) which are implemented by a rear movable frame 6b which is movable vertically, transversely and longitudinally relative to the axis of the track 2 and relative to the rear frame 4b.
  • compaction tools 12 are arranged so as to be able to compact the ballast located in the zones 13 between the crosspieces (see FIGS. 1, 3 and 4).
  • the compaction can be carried out simultaneously in two inter-cross zones 13a and 13b while the jamming carried out by the picks 7 of the front movable frame 6a takes place under a single cross member in the zone 7a, as shown in Figure 4.
  • the compacting can be carried out simultaneously in four inter-cross areas 13a, 13b, 13c and 13d while the stuffing is carried out by the picks 7 under two crosspieces simultaneously in the zones 7a and 7b.
  • the rear machine frame 4b is provided with a double lateral compacting device 14 of the ballast shoulder 15a and 15b which is disposed at each end of the cross members (see FIGS. 1 to 4).
  • this lateral compacting device 14 is designed to simultaneously process the shoulders of at least two or four sleepers during a work phase.
  • the machine comprises a measuring and control device which automatically slaves the length of the connecting member 11 according to the position of the front movable frame 6a.
  • the means necessary for producing such a measuring and control device are known as such from the state of the art.
  • the front axle or bogie 5a is made in the form of a roller support 16 suspended on an overall chassis 22 of the machine 1 and the axle or bogie Rear 5d of the rear machine frame 4b is also in the form of a roller support 17 suspended on the machine 1.
  • an excess ballast distribution device consisting of an equalizer plow 18 and a brush 19 is suspended from the assembly frame 22, the front of the rear movable frame 6b.
  • an excess ballast distribution device harvested by an equalizing plow 18 and by a brush 19 is suspended from the assembly frame 22, said harvested ballast being conveyed by a conveyor 20 and accumulated in a silo 21 to be dispensed at will before the compacting operations performed by the compaction tools 12 and 14.
  • the machine is formed in such a way that the compaction tools 12 of the zones 13 located between the crosspieces make it possible to process, during the same work phase, a number of said double zones of the number of crosspieces processed simultaneously by the chassis picks.
  • movable front 6a as shown in Figures 1, 6 and 7.
  • the compaction tools 12 of the ballast zone 13a, 13b situated between the crosspieces and the rails are constructed so as to compact each slightly less than half of the inter-cross and inter-rail surface 13a, 13b, so that the compacted ballast of said zone comes to reinforce the lateral resistance of the inner tamping pillars 8 created by the jamming piers 7.
  • Such a construction can be achieved by an elongated size of the internal tools (located inside the rails) of compaction 12 so that the inter-crosses and inter-rails central box 13a is substantially treated over its entire surface.
  • the ballast is composed of pebbles or stones with the composition, dimensions and shapes defined by the railway administrations so that this ballast can be treated as a fluid when it is not compacted (for example for transport and adjustment) and that it can form a mass more or less solid depending on the compaction force.
  • a working phase is the period of time during which the compaction tools treat the same ballast zone, ie without longitudinal displacement of the machine frames.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP06115634A 2005-06-29 2006-06-19 Maschine zum Korrigieren und Stabilisieren eines Gleises Withdrawn EP1741831A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH01098/05A CH699356B1 (fr) 2005-06-29 2005-06-29 Machine à rectifier et à consolider la position d'une voie de chemin de fer.

Publications (1)

Publication Number Publication Date
EP1741831A1 true EP1741831A1 (de) 2007-01-10

Family

ID=35735164

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06115634A Withdrawn EP1741831A1 (de) 2005-06-29 2006-06-19 Maschine zum Korrigieren und Stabilisieren eines Gleises

Country Status (2)

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EP (1) EP1741831A1 (de)
CH (1) CH699356B1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2704764C1 (ru) * 2018-11-22 2019-10-30 Общество с ограниченной ответственностью "Вест-Тер СПб" Система управления группой шпалоподбивочных машин
CN112834613A (zh) * 2020-12-22 2021-05-25 中铁隧道集团二处有限公司 一种tbm隧道电瓶车铁轨探伤预警机器人系统

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4218716A1 (de) * 1991-06-12 1992-12-17 Plasser Bahnbaumasch Franz Stopfmaschine
EP0732451A1 (de) * 1995-03-16 1996-09-18 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Arbeitsfahrzeug zur Durchführung von Gleisbauarbeiten
EP0887464A1 (de) * 1997-06-27 1998-12-30 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Maschine zum Verdichten und Profilieren der Schotterbettung eines Gleises
EP1069240A1 (de) * 1999-07-14 2001-01-17 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Fahrbare Gleisstopfmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4218716A1 (de) * 1991-06-12 1992-12-17 Plasser Bahnbaumasch Franz Stopfmaschine
EP0732451A1 (de) * 1995-03-16 1996-09-18 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Arbeitsfahrzeug zur Durchführung von Gleisbauarbeiten
EP0887464A1 (de) * 1997-06-27 1998-12-30 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Maschine zum Verdichten und Profilieren der Schotterbettung eines Gleises
EP1069240A1 (de) * 1999-07-14 2001-01-17 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Fahrbare Gleisstopfmaschine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2704764C1 (ru) * 2018-11-22 2019-10-30 Общество с ограниченной ответственностью "Вест-Тер СПб" Система управления группой шпалоподбивочных машин
CN112834613A (zh) * 2020-12-22 2021-05-25 中铁隧道集团二处有限公司 一种tbm隧道电瓶车铁轨探伤预警机器人系统
CN112834613B (zh) * 2020-12-22 2022-07-26 中铁隧道集团二处有限公司 一种tbm隧道电瓶车铁轨探伤预警机器人系统

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CH699356B1 (fr) 2010-02-26

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