EP2231927B1 - Rail vehicle for renovating the substructure of a track - Google Patents

Abstract

The invention relates to a rail vehicle (1) for renovating the substructure of a track, comprising a track lifting device (9), a track bed clearing device (11), a substructure clearing device (12, 13), a substructure application device (15, 16) for applying a new substructure (3') and a track bed application device (17) for applying a new track bed (5' ). Said rail vehicle is characterised in that the substructure clearing device (12, 13) is sub-divided into at least a first clearing unit (12) for clearing a top layer (18) of the substructure (3) and a second clearing unit (13) that is arranged downstream and that is used to clear a lower layer (19) of the substructure (3), such that the substructure application device (15, 16) is sub-divided into at least a first application unit (15) for applying a first substructure layer (20) and a second application unit (16) that is arranged downstream for applying a second substructure layer (21) to the first layer, and that the substructure recycling device (22) feeds the cleared material (12') from the first clearing unit (12) to the first application unit (15), said cleared material being used as material (22') for the first substructure layer (20).

Description

The present invention relates to a rail vehicle for track substructure renovation, according to the preamble of claim 1.

A rail vehicle of this kind is from the EP 1 643 035 A2 known. Both the track bed and the protection layer (PSS) are recycled separately, ie the ballast scrap to new ballast and the PSS overburden to new PPS. The rehabilitated track substructure consists entirely of recycled material, which in practice leads to a poor quality of the refurbishment, since PSS material must have precisely defined strength properties.

From the EP 0 790 352 A2 For example, there is known a track sub-floor renovation machine in which the upper part of the ballast bed is cleared, crushed, mixed with sand and used as a new level protective layer.

Another track undercarriage is in the magazine " ETR - Eisenbahntechnische Rundschau ", Issue 4/2004, pages 225 to 228 , described and known under the type designation PM 200-2R. The machine PM 200-2R allows in one continuous operation both the replacement of the track bed material and the substructure material, although a recycler for the track bed material is provided, the debris of the sub-base clearing device is, however, completely removed, which requires costly disposal and the application of expensive new PSS material.

The invention has for its object to provide a rail vehicle for track substructure renovation, which allows a more economical operation than the known solutions, without having to accept reductions in the quality of the refurbishment and operating speed of the vehicle.

This object is achieved with a rail vehicle of the aforementioned type, which is characterized according to the invention,
that the substructure clearing device is subdivided into at least a first clearing unit for clearing an upper layer of the substructure and a downstream second clearing unit for clearing a lower layer of the substructure,
in that the substructure application device is subdivided into at least a first application unit for applying a first substructure layer and a downstream second application unit for applying an overlying second substructure layer, and
in that the substructure recycling device feeds the overburden from the first clearing unit as material for the first substructure layer into the first application unit.

In this way, the track substructure material is degraded in two successive stages, and the first stage overburden is used as the support layer for overfill new substructure material, and this in continuous operation while in motion. The invention is based on the recognition that such a substructure-two-layer structure of recycled material and virgin material without any compromise in the overall strength and quality of the track substructure, a considerable saving in waste material to be disposed of waste and zukaufendem new material allows. In sum, a much more economical operation of the Unterbausanierungsmaschine is achieved than with the known constructions.

It is clear to the person skilled in the art that in practice there is no exact demarcation between the track bed and its substructure, since loose material, e.g. Gravel, chipping, abrasion, etc. of the track bed can diffuse into the substructure and / or spread laterally from the track or -. at a dam - can trickle down on the flanks of the substructure. The term "upper layer of the substructure" used here accordingly also includes a possible mixing zone in which track bed material has penetrated parasitically from above into the substructure, has spread laterally or is present in the manner of a bank on the flanks of the substructure.

According to a preferred embodiment of the invention, the substructure recycling device has a mixer for introducing additives into the overburden. With the help of such additives, the properties of the recycled overburden can be set defined.

Preferably, the substructure recycling device further comprises a device for crushing the overburden, a magnetic separator for removing metal from the overburden, and / or a screen for separating fines from the overburden in order to further improve the quality of the recycled substructure material as required.

It is particularly favorable when the first and the second clearing unit are each formed by their own clearing chain. With the help of such Räumketten both the clearance depth and width can be easily varied and adapted individually to the railway body.

According to a further advantageous variant of the invention, the clearing depth of the first clearing unit and the application height of the first application unit are respectively 10 to 25 cm, preferably 15 to 20 cm; Particularly preferably, the clearing depth of the second clearing unit is 10 to 65 cm. The achieved thereby Layer thicknesses result in a maximization of the recycling proportion in the substructure without impairing its load capacity and durability.

It is particularly advantageous if the rail vehicle has a silo unit which stores new substructure material and feeds it as material for the second substructure layer into the second application unit in order to continuously achieve a high quality of the substructure.

According to a further advantageous embodiment of the invention, it is provided that the track lifting device in a first track lifting unit for temporarily lifting the track from its track bed in a first portion of the work area and in a second track lifting unit for repeated temporary lifting of the track in a spaced second section of the work area wherein the track bed clearing means and the first clearing unit operate in said first portion of the work area and the second clearing unit, sub-base applying means and track bed applying means operate in said second portion of the work area, and wherein the rail vehicle engages with at least one of its Chassis is supported in the area between the first and the second section on the temporary on the lower layer of substructure for Auflagerung coming track. By dividing the work area into two consecutive sections, between which the rail vehicle can support itself, the weight of the rail vehicle is better distributed and its maximum axle weight is reduced, which is crucial for use on bridges, special substrates, etc. In addition, the division into two working sections allows a joint between the sections, so that even tight curve radii can be traveled.

It is particularly favorable if the rail vehicle, as known per se, also has a track-bed recycler which, if necessary, removes the overburden from the track-bed clearing device along with new track bed material from a carried silo unit, feeds into the track bed applicator.

• Fig. 1 ein Prinzipschaltbild des erfindungsgemäßen Schienenfahrzeugs zur Gleisunterbausanierung;
• Fig. 2 eine beispielhafte Ausführungsform des Schienenfahrzeugs von Fig. 1 überblicksweise in der Seitenansicht;
• die Fig. 3a und 3b das Schienenfahrzeug von Fig. 2 in seinen beiden Arbeitsbereichsabschnitten im Detail in der Seitenansicht; und
• die Fig. 4a und 4b das Schienenfahrzeug von Fig. 2 in seinen beiden Arbeitsbereichsabschnitten im Detail ausschnittsweise in der Draufsicht.

The invention will be explained in more detail with reference to an embodiment shown in the accompanying drawings. In the drawings show:

• Fig. 1 a schematic diagram of the rail vehicle according to the invention for track substructure rehabilitation;
• Fig. 2 an exemplary embodiment of the rail vehicle of Fig. 1 Overview in the side view;
• the Fig. 3a and 3b the rail vehicle of Fig. 2 in its two workspace sections in detail in the side view; and
• the Fig. 4a and 4b the rail vehicle of Fig. 2 in its two workspace sections in detail detail in plan view.

Based on Fig. 1 The main components and the operation of the rail vehicle of the invention will now be explained in overview. Fig. 1 schematically shows a rail vehicle 1, which serves for the continuous rehabilitation of resting on a substrate 2 track substructure 3 for a track 4 in a track bed 5, ie for track substructure renovation while driving the rail vehicle 1 in the direction of travel 6. The rail vehicle 1 can do this via its own drive or powered by a locomotive.

The track bed 5 is usually a ballast bed, in which the track 7 and 8 thresholds comprehensive track 4 is partially embedded; Alternatively, the track bed 5 could also be of any other type, as known in the art.

The substructure 3 to be rehabilitated can be composed of earth material, but also of a previously rehabilitated substructure (eg old PSS material). As mentioned above, the term "substructure" as used herein also includes that mixing zone of the substructure 3, in which loose track bed material, eg gravel, chips, abrasion, etc. from above into the earth material Has invaded (or old PSS material) of the substructure, laterally spread (widened) on this next to the track or original track bed 5 and / or - in a dam construction - has dripped down on the flanks of the base 3 and böschungsartig rests, such as known to the skilled person. In practice, up to 30-40% of the original track ballast (ie applied to a new track body) may be present in this mixing zone of the substructure 3.

The rail vehicle 1 is provided with a track lifting device 9 for temporary, i. while traveling progressively digging the track 4 from its track bed 5 in a workspace 10 equipped. In the work area 10, a clearing of the track bed 5 by means of a track bed clearing device 11 and then a clearing of the substructure 3 by means of a substructure clearing device 12, 13. Then, a new substructure 3 'by a sub-base applicator 15, 16 and above a new track bed 5 'applied by a track bed applicator 17, at the same time the track 4 is again stored in the new track bed 5'. The track bed applier 17 may also include one or more dunnage units (not shown) for filling the track bed material below and between the sleepers 8 and rails 7 of the track 4, as known in the art.

The sub-bed clearing device 12, 13 comprises a first clearing unit 12 for clearing a first upper layer 18 of the substructure 3 and a separate, second sub-clearing unit 13 for clearing a lower layer 19 of the substructure 3 to a predetermined depth or even to Substrate plan 14 of the underground 2 down. In an analogous manner, the substructure application device 15, 16 is in a first application unit 15 for applying a first Unterbauschicht 20 (so-called "base layer") and a downstream second application unit-16 for applying an overlying second Unterbauschicht 21 (so-called "PSS layer ") divided.

The upper layer 18 also contains the mixing zone between the track bed 5 and the substructure 3 in which original track bed material is contained parasitically as discussed above. To detect in particular also parasitic flank material from the mixing zone, the clearing width of the first clearing unit 12, as in Fig. 4a shown designed larger than those of the track bed clearing device 11.

As in Fig. 1 1, the rail vehicle 1 has a substructure recycling device 22 which feeds the overburden 12 'from the first clearing unit 12, ie the degraded layer 18, as material for the first substructure layer 20 into the first application unit 15 (path 22'), and preferably with the introduction of additives 23 into the overburden 12 '. On the other hand, the overburden 13 'from the second clearing unit 13, ie the degraded layer 19, disposed of (path 24), and as a material for the second sub-layer 21 of the second application unit 16 new substructure material, eg "fresh" PSS material, the Sanding defined grain and composition is supplied (path 25).

Preferably, the top layer 18 has a thickness, i. Clearance depth of the clearing unit 12, from 10 to 25 cm, more preferably 15 to 20 cm, and the lower layer 19 has a thickness, i. Clearance depth of the clearing unit 13, from 10 to 65 cm. Since substantially all of the upper layer 18 is recycled to the first sub-layer 20, the first sub-layer 20 preferably has the same thickness as the upper layer 18, u.zw. 10 to 25 cm, more preferably 15 to 20 cm.

Since the upper layer 18 also comprises said optional mixing zone with the track bed 5, the overburden 12 'may in practice contain up to 30-40% of (original) track bed material, ie 60-70% earth material or old PSS material and 30-40% of parasitic (diffused "spread-out, dripped down, etc.) track bed material, eg track ball splintering and abrasion, whereby the recyclate 22 'produced from the overburden 12' can form a contain parasitic mixing proportion of up to 30 to 40% of original track bed material from diffused material, flank material, chipping, abrasion, etc., which is thus also advantageously recycled into the first subgrade layer 20 ("base layer").

Finally, the rail vehicle 1 is equipped in a manner known per se with a track bed recycler 26 which cleans and sieves the overburden 11 'from the track bed clearing device 11 and, if necessary, adds new track bed material 27 to the track bed applicator 17.

The rail vehicle 1 usually consists of several coupled to a train car (although this is not mandatory) and the in Fig. 1 shown components of the rail vehicle 1 are distributed according to their respective space and weight requirements on different cars. Fig. 2 shows such an exemplary division of the components of the rail vehicle 1 on six different car 28 to 33, u.zw. a first carriage 28 having a silo unit 34 for stocking new track bed material 27; a carriage 29 with the track bed recycler 26; two carriages 30 and 31 with the track bed clearing and applying devices 11, 17, the undercarriage clearing and applying devices 12, 13, 15, 16, and the undercarriage recycle device 22; a carriage 32 with a silo unit 35 for storing new substructure material 25; and a carriage 33 having a silo unit 36 for receiving the overburden 13 'of the lower layer 19. Between and in the carriages 28 to 33, conveyor belts (in FIG Fig. 2 not shown) for the realization of the illustrated material flows.

At the in Fig. 2 In the embodiment shown, the track lifting device 9 is subdivided into a first track lifting unit 9 'for lifting the track 4 in a first section 10' and a second track lifting unit 9 "for lifting the track 4 again in a second section 10" of the working area 10 spaced therefrom. This allows the rail vehicle 1 with at least one chassis 37 in the area between the first section 10 'and the second section 10 "on the track 4 temporarily resting on the lower layer 19. A distribution of the components to the carriages 30 and 31 which is advantageous for this purpose becomes now on the basis of 3 and 4 explained in more detail, which show the internal structure of the car 30 and 31 of the rail vehicle 1 in the region of its work area sections 10 'and 10 "in detail.

According to the Fig. 3a and 4a The track bed clearing device 11 and the first clearing unit 12 operate in the first section 10 'in the carriage 30 and are each in the form of a clearing chain, which is adjustable both in its clearing width and depth, as known in the art.

The overburden 11 'of the track bed clearing device 11 is discharged via a conveyor belt 38 to the track bed recycler 26 of the carriage 29, from which the recycled and supplemented track bed material 26' is returned via a conveyor belt 39 and to the carriage 31 (FIG. Fig. 3b ) is forwarded.

The sub-base recycler 22 is also disposed in the carriage 30 and comprises in sequence: a screen 42 downstream of the discharge end 40 of the first clearing unit 12 for separating fines from the overburden 12 ', preferably a vibrating screen; a magnetic separator 41 for removing metal from the overburden 12 '; and a combined crushing and mixing device 43 for crushing the overburden 12 'and for simultaneously introducing the additives 23 from a silo unit 44. Optionally, the sub-base recycle 22 may also include a washing device (not shown) for washing the overburden 12'. The starting material 22 'of the substructure recycling device 22 is conveyed via a conveyor belt 45 to the carriage 31 (FIG. Fig. 3b ) forwarded.

The crushing and mixing device 43 may be formed for example by a crushing screw, which both the overburden 12 'and the additives 23 are abandoned. Alternatively, the crushing in a separate Crushing done, for example, in a baffle or cone crusher, and the introduction of the additives in a separate, upstream or downstream mixer.

The crushing and mixing device 43 breaks or crushes the overburden 12 'preferably down to a grain size of less than 50 mm. The added additives 23 can, as known to those skilled in both liquid and solid form.

As in the Fig. 3b and 4b 2, the second sub-base clearing unit 13, the first and second sub-base applying units 15, 16 and the track bed applying device 17 operate in the second section 10 "in the carriage 31. The second sub-base clearing unit 13 is also designed as a clearing chain (FIG. Fig. 4b and adjustable in both their clearing width and depth as known to those skilled in the art.

The overburden 13 'of the second clearing unit 13 is conveyed to the carriage 36 via a conveyor belt 46 and the second substructure application unit 16 is supplied via a conveyor belt 47 with new PSS material 25 received by the carriage 32. As discussed in detail, the recycled material 22 'is fed to the first sub-base application unit 15 via the conveyor belt 45, and the recycled material 26' is fed to the track bed applicator 17 via the conveyor belt 39.

Optionally, rollers 48, 49 for applying a geotextile to the substrate 14 and / or the first substrate layer 20 may be provided.

The invention is not limited to the illustrated embodiments, but includes all variants and modifications that fall within the scope of the appended claims.

For example, in a simplified variant, the substructure can also be cleared only in a single layer whose overburden is partially recycled (supplemented by virgin material) or entirely as a new subgrade layer, in which case a subdivision of the substructure clearing device into a plurality of clearing units and the Substructure applicator in several application units is unnecessary.

Alternatively, the substructure with the help of more than two clearing units can also be removed in more than two layers, and the new substructure can also be applied in more than two layers with the aid of more than two application units, in which case the recycler will remove the overburden of one (or more ) of the upper cleared layers is recycled to one (or more) of the lower deposited layers; If appropriate, the recycling device can also be subdivided into a plurality of recycling units, which each recycle a layer.

Claims (11)

1. Rail vehicle (1) for the renovation of a track substructure, which has the following:

   a track lifting device (9) for the provisional lifting of the track (4) from its track bed (5) in a work area (10);

   a track bed clearing device (11) for the clearing of the track bed (5) in the work area;

   a substructure clearing device (12,13) for the clearing of the underlying substructure (3) in the work area down to a prespecified depth;

   a substructure adding device (15, 16) for the adding of new substructure (3') in the work area; and

   a track bed adding device (17) for the adding of a new track bed (5') in the work area;

   wherein the rail vehicle has a substructure recycling device (22), which feeds at least one part of the overburden of the substructure clearing device (12, 13) into the substructure adding device (15, 16), characterized

   in that the substructure clearing device (12,13) is subdivided at least into one first clearing unit (12) for the clearing of an upper layer (18) of the substructure (3) and a subordinate, second clearing unit (13) for the clearing of a lower layer (19) of the substructure (3);

   in that the substructure adding device (15,16) is subdivided at least into one first adding unit (15) for the adding of a first substructure layer (20) and a subordinate, second adding unit (16) for the adding of an overlying second substructure layer (21); and

   in that the substructure recycling device (22) feeds into the first adding unit (15) the overburden (12') from the first clearing unit (12) as the material (22') for the first substructure layer (20).
2. Rail vehicle according to Claim 1, characterized in that the substructure recycling device (22) has a mixer (43) for the introduction of additives (23) into the overburden (12').
3. Rail vehicle according to Claim 1 or 2, characterized in that the substructure recycling device (22) has a device (43) for the comminution of the overburden (12').
4. Rail vehicle according to one of Claims 1 to 3, characterized in that the substructure recycling device (22) has a magnetic separator (41) for the removal of metal from the overburden (12').
5. Rail vehicle according to one of Claims 1 to 4, characterized in that the substructure recycling device (22) has a screen (42) for the separation of fine material from the overburden (12').
6. Rail vehicle according to one of Claims 1 to 5, characterized in that each of the first and the second clearing units (12,13) is formed by an excavating chain.
7. Rail vehicle according to one of Claims 1 to 6, characterized in that each of the clearing depth of the first clearing unit (12) and the adding height of the first adding unit (15) is 10 to 25 cm, preferably, 15 to 20 cm.
8. Rail vehicle according to Claim 7, characterized in that the clearing depth of the second clearing unit (13) is 10 to 65 cm.
9. Rail vehicle according to one of Claims 1 to 8, characterized in that the rail vehicle (1) has a silo unit (35), which stocks new subsurface material and feeds it into the second adding unit (16) as material (25) for the second substructure layer (21).
10. Rail vehicle according to one of Claims 1 to 9, characterized in that the track lifting device (9) is subdivided into a first track lifting unit (9') for the temporary lifting of the track (4) from its track bed (5) in a first section (10') of the work area (10) and into a second track lifting unit (9") for the temporary re-lifting of the track (4) in a second section (10") of the work area (10) at a distance therefrom,
    wherein the track bed clearing device (11) and the first clearing unit (12) work in the aforementioned first section (10') of the work area (10) and the second clearing unit (13), the substructure adding device (15,16) and the track bed adding device (17) in the aforementioned second section (10") of the work area (10), and
    wherein the rail vehicle (1) is supported with at least one of its bogies (37) in the area between the first (10') and the second section (10") on the track (4), which temporarily comes on the aforementioned lower substructure layer (19) for the bedding.
11. Rail vehicle according to one of Claims 1 to 10, characterized in that the rail vehicle (1), as is in fact known, also has a track bed recycling device (26), which feeds the overburden (11') from the track bed clearing device (11), perhaps together with new track bed material (27) from an accompanying silo unit (34), into the track bed adding device (17).

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