EP2457798B1 - Modular maintenance vehicle for construction and/or renovation of a railway track - Google Patents

Description

The invention relates to a modular work car for the construction and / or rehabilitation of a railway line according to the preamble of claim 1.

A modular work car with a roof unit is from the WO 2006/038122 A1 known. Railways consist of a multi-layered substructure on which the tracks are located. These tracks consist of the sleepers as well as the rails. The multi-layer substructure initially consists of soil layers. These are, in particular, a protective cover layer, an antifreeze layer and possibly further layers. Also, an additional nonwoven may be provided. On these soil layers is then a gravel layer. This serves to receive the track.

Existing railway lines must be rehabilitated from time to time. This may mean that the multi-layer substructure is being rehabilitated. The track itself is not necessarily renewed. It can also be renewed or partially renewed. There are various procedures for renovation and renewal of underground layers and track systems.

Basically, this mobile, track-bound work cars are used, which on the one hand take the necessary construction equipment and which are provided on the other for receiving the necessary materials. Several of these work cars are coupled together and form a total of a work train. This work train can then perform all the work of a track consisting of tracks and a substructure for the track.

The invention is based on a work car for the necessary materials. Required materials are deposited in this work car. Dismounted materials can be deposited in this work car. These work cars have a - container-like - car body, which rests on chassis. In addition to conveyor belts in the floor area, these work cars can also have longitudinally extending by-pass conveyor belts in the roof area. It can be provided in this roof area a single conveyor belt or even several conveyor belts.

The problem with these bypass conveyor belts in the roof area is that they are firmly connected with their roof rack with the actual car body. Should there be any problems in the interior of the work car, so that for example by means of appropriate machinery access to the interior of the car body must be made possible, it has been necessary that the rack carrier separated with appropriate cutting machines, the corresponding area thus exposed and after repairing the Roof rack is welded together again. Another problem is that there are country-specific regulations for the clearance gauge of the work car. This means that different work cars must be made available for different countries. Or, however, only a work car with the smallest clearance profile is made available. But then there is the disadvantage that in countries where the gauge is actually allowed greater capacity is lost.

On this basis, the invention has for its object to provide an improved work car for the creation and / or renovation of railway lines with regard to the transport options in the roof area.

The technical solution is characterized by the features in the characterizing part of claim 1.

As a result, a modular work car for creating and / or rehabilitating a railway line is created, which is very variable in terms of the roof structure with the conveyor belts located there. The basic idea consists of a kind of modular system. This means that variably on a work car body, the roof assembly consisting of roof rack and no or at least one conveyor belt can be easily removed and replaced with the same unit or by another unit. The design of the cross member of the roof unit over the entire length of the carriage are designed as removable cross member. The inventive separate design of the cross member construction of the roof with respect to the lateral side walls or side wall supports It is possible to build exchange units with bypass conveyors optional, on standard cars, which exist in their basic version without these bypass conveyors. Thus, depending on the intended use on the work car, a change unit with 0, 1, 2 or even more Bypaßtransportbändern be placed. In addition, in the event of a required forced discharge the complete roof construction can be removed. To simplify raising the cross member construction (with or without bypass conveyor belts), the single cross member can be statically lifted together by means of horizontal connections or via the connection to the bypass conveyor belts and replaced. Preferably, the electrical connection between the actual car body and the roof construction by means of automatic connectors. This means that when you lift or when placing the unit, the electrical connection is either interrupted or - when placed - is made. Thus, by means of a decoupled built-in power connection between the side walls and the roof structure, the connection of electronic components (such as the bypass conveyor belts, lights, heating modules, etc.) can be automated when placing the roof unit.

A further development suggests that the assembly from above can be placed on the car body and then firmly connected to the car body. This can be done in a technically simple way by means of a crane. This means that the crane can lift the roof assembly over its entire length after loosening the fasteners. After repair or after changing the roof unit it is then only necessary to lower this roof unit back and firmly connected to the actual car body. A further development proposes a constructive realization of the roof rack. The basic principle is that the roof frame is arc-shaped with respect to its cross-sectional profile downwards. This has the advantage that thereby optimal adaptation to predetermined clearance profiles is possible and thus the available space is optimally utilized. For the attachment of the roof rack on the car body serve obliquely downwardly extending struts, which are distributed over the entire length of the roof rack. These pursuits serve two purposes. On the one hand, the structures of the roof rack are mounted on them, in particular the conveyor belts. On the other hand, the arcuate struts are an essential element for the statics of the entire car body. Because these arcuate struts connect the one side wall of the car body with the other side wall of the car body. This means that these arcuate connecting struts give the sidewalls of the car body the necessary support. This effect of the struts as a kind of clamp makes it possible, as a consequence, that the side walls of the car body can be made relatively weak. Because material is filled in the car body, which would normally push the side walls to the outside, the spreading force is absorbed by the connecting struts.

A further development proposes that at least one sensor device is provided. This serves to determine the fill level of materials within the work cart.

Preferably, the sensor devices are non-contact sensors.

In this case, according to a further development, at least one sensor device can be arranged on the underside of the roof frame of the work car. The installation of such sensors, in particular of ultrasonic sensors or other measuring sensors preferably in the cross members of the roof construction creates a sheltered installation above the cargo and can determine this charge in terms of their loading height. It is conceivable in a further step that the fill level can be visually displayed on the outside of the ship's side, for example by means of a light display or on a display. The data transmission takes place either via a line or by radio. Thus, it is possible to detect and evaluate the quantities at the maximum filling point both in the horizontal plane and in relative height. This allows the evaluation to be designed be that a direct optical level measurement can be omitted by appropriate operators for the individual work cars. A further development proposes a special design of the bottom conveyor belt and the transfer conveyor belt. The initial idea is that the transfer conveyor belt, in order to be able to transfer materials from one work car to the neighboring work car, is designed in two parts. The base part of the transfer belt runs horizontally on the car floor and can be extended and retracted. At this base part then followed by an upwardly and downwardly pivotable transfer arm. In operation, this transfer conveyor belt is extended and the transfer arm pivoted upwards so that it can throw off the material in the adjacent work car. In the non-use state (if, for example, to be transported in the reverse direction), the transfer conveyor has been retracted into the work car. For this purpose, the transfer arm is pivoted downwards. To facilitate this retraction of the transfer conveyor belt and to realize space, the bottom conveyor belt is chamfered upwards in this end of the work car. This is a total of a stepwise control of the transfer conveyor belt in the coupled state of the work car allows. This ensures that the transfer conveyor belts in the coupled state of the work car off and can be retracted. A costly decoupling with maneuvering thereby eliminated. For the movement of the transfer conveyor belt, one or more electric telescopic cylinders can be used for an exact cam control of the transfer conveyor belt during the extension and retraction movement. Through the use of this electric telescopic cylinder an exact cam control of the transfer conveyor belt is made possible, in which case an electrical dependence of the horizontal and vertical movement can be created.

A further development proposes that a vertically displaceable gate valve for a container of the work car is provided on the front side of the work car. Through this container gate valve an openable and closable tailgate flap is created, with which it is possible both a supply and a discharge of materials (bunkering and delivery of materials) with the work car is possible. This is made possible by a corresponding changeover (open or close) of the movable side wall. Another additional function of this gate valve is the possibility of storage of the unloading belt of the transfer conveyor belt of the adjacent work car.

A further development of this suggests that the movements of the transfer conveyor belt described above and the previously described gate valve are positively coupled. As a result, a combination of the change in position of the container gate valve is realized with the simultaneous movement of the transfer conveyor belt. For this purpose, the electric cylinders already described are preferably used. By this combination, it is possible to combine with the existing actuators vertical movement and horizontal movement of the transfer conveyor belt during extension or during retraction with the opening movement or closing movement of the gate valve and use. The basic idea is therefore that at the same time the gate valve is opened during retraction of the transfer conveyor - and vice versa - returned to the closed position when retracting the transfer conveyor belt of the gate valve. As a result, only the movements of the transfer conveyor belt to be coupled with the movements of the gate valve for all steps required to change the transport direction. A separate control on the one hand of the transfer conveyor belt and on the other hand of the gate valve by means of additional adjusting devices is not required.

A further development suggests that the work car has operating stations at all four corners. Thus, for the inspection and control of the work car at all four corners of the work car (and thus symmetrical) operating positions are attached. These operating states make it possible to operate the corresponding equipment, regardless of the logistical setup and the whereabouts of the operator. At the same time, operation and insight are made possible both on the conveying and on the work car to be filled. These operating conditions can be expanded and collapsed in a further development. For this purpose, appropriate components and assemblies are used. This has the advantage that in the construction site area extended clearance profiles can be optimally used.

Finally, the development proposes that buffers are provided in the end-side chassis. This has structural advantages compared to the binding of the buffer so far on the actual carriage construction.

Fig. 1

eine perspektivische Ansicht des Arbeitswagens;

Fig. 2

eine Seitenansicht des Arbeitswagens in Fig. 1;

Fig. 3a bis 3c

eine Querschnittsdarstellung durch den Arbeitswagen in verschiedenen Varianten;

Fig. 4a bis 4d

die Situation zwischen zwei Arbeitswagen, wenn die Transportrichtung umgekehrt werden soll;

Fig. 5a und 5b

der Basis-Arbeitswagen mit zwei unterschiedlichen Dachgestellen eines bestimmten Lichtraumprofils;

Fig. 6a bis 6c

der Basis-Arbeitswagen mit drei unterschiedlichen Dachgestellen eines anderen Lichtraumprofils;

Fig. 7

der Wagen in Fig. 5a mit abgehobenem Dachgestell;

Fig. 8

eine perspektivische Darstellung eines Dachgestells mit einem einzigen Förderband.

An embodiment of a work cart according to the invention for the creation and / or rehabilitation of a railway line is described below with reference to the drawings. In these shows:

Fig. 1

a perspective view of the work car;

Fig. 2

a side view of the work cart in Fig. 1 ;

Fig. 3a to 3c

a cross-sectional view through the work car in different variants;

Fig. 4a to 4d

the situation between two work cars when the direction of transport is to be reversed;

Fig. 5a and 5b

the basic work car with two different roof racks of a specific clearance profile;

Fig. 6a to 6c

the basic work car with three different roof racks of a different clearance profile;

Fig. 7

the car in Fig. 5a with raised roof rack;

Fig. 8

a perspective view of a roof rack with a single conveyor belt.

Fig. 1 shows the work car with four chassis 1 and a structure located thereon in the form of a car body 2. The end-side chassis 1 of the work car in each case have buffer 3. The work car is mobile on the track of a railway line.

The container-like car body 2 has in the bottom region a longitudinally extending bottom conveyor belt 4. This bottom conveyor belt 4 is angled upwards at the end.

In each case a transfer conveyor belt 5 is located in the two end regions of the work car. This transfer conveyor belt 5 is divided into two, wherein the two parts are pivotable relative to one another. The first portion of the transfer conveyor belt 5 is horizontally displaceable on the floor of the car body 2, while the second portion of the transfer conveyor belt 5 is pivotable upwards and downwards.

Furthermore, in each case a vertical gate valve 6 is located in this end region of the work cart as an end-side side wall of the container.

The operation of this transfer conveyor belt 5 and the gate valve 6 is as follows:
The basic principle is that during the extension of the transfer conveyor belt 5, the gate valve 6 moves upward and thus the frontal opening of the container is opened. Conversely, when the transfer conveyor belt 5 is retracted, the gate valve 6 is simultaneously forcibly coupled down into the closed position of the container.

Fig. 4a shows the situation when material is transported from the right in the drawing work car to the left in the drawing work car. In this situation, the gate valve 6 of the right-hand truck is in the upper opening position of the container. At the same time, the transfer conveyor 5 is in the extended working position. In this case, the second, upwardly angled portion of the transfer conveyor belt 5 rests on the gate valve 6 of the left working car.

The transfer conveyor belt 5 and the gate valve 6 are positively coupled positively in terms of movement. For this purpose, a carriage 7 is movable on the second section of the transfer conveyor belt 5. This is connected via an electric telescopic device 8 with the gate valve 6 in conjunction. This telescopic device 8 is used for the pivoting movement of the second section of the transfer conveyor belt 5. A second drive device is assigned to the gate valve 6.

Fig. 4b shows the situation when the first portion of the transfer conveyor belt 5 is retracted a certain amount, when further pivoted about the telescopic device 8, the second portion of the transfer conveyor belt 5 is slightly down and finally when the gate valve 6 has moved a small piece down. These movements are computer-controlled coupled with each other via the corresponding drives.

Fig. 4c shows the situation when the second portion of the transfer conveyor belt 5 is in its horizontal end position and the gate valve 6 at the front side of the container has likewise reached its lower end position.

In Fig. 4d is the transfer conveyor 5 completely retracted in the right working car. In a corresponding reverse movement, the transfer conveyor belt 5 is extended in the left work car, and the associated gate valve 6 is in the upper position.

While thus in Fig. 4a the situation is shown when in the drawing the material flow is from right to left is in Fig. 4d shown when the flow of material in the drawing is from left to right. Thus, due to the force-coupled movements on the one hand the transfer conveyor belt 5 and on the other hand of the gate valve 6, an automatic transport reversal between the work car possible.

Fig. 3a shows that there is a structurally separate unit 9 on the actual car body 2 in the roof area. This unit 9 initially has a roof rack 10 with cross members. On this roof rack 10 extends in the longitudinal direction of the work carriage, a conveyor belt 11th

Fig. 3b shows the same situation, but with the difference that here two conveyor belts 11 are provided side by side.

Fig. 3c shows the modular unit 9 with its roof frame 10 and the two conveyor belts 11 after it has been lifted from the actual car body 2. Previously, the corresponding fastening devices between the roof frame 10 and the actual car body 2 have been solved.

This unit 9 can be replaced by a corresponding unit 9. But it is also possible that a modified unit 9 is placed instead of the old unit 9, for example, if this has a different clearance profile, depending on country-specific requirements. It is only necessary that the new unit 9 is placed from above on the corresponding frame of the car body 2. The attachment is then for example by means of screws or clamping locks or in other ways. It is essential that it is a detachable connection, so that the device 9 can be easily removed.

Furthermore, in the Fig. 3a to 3c it can be seen that sensor devices 12 in the form of ultrasonic sensors or other measuring sensors are arranged on the underside of the roof rack 1 on the transverse struts. These sensor devices 12 determine the level within the container.

Another feature is that operator stations can be located at the four corners of the truck.

The Fig. 5a and 5b show once again the principle of the work cart according to the invention. It is a basic work car consisting of chassis 1 and a container-like car body 2 arranged thereon. On this base work car a roof rack 10 is placed, which has a longitudinally extending conveyor belt 11.

Fig. 7 shows the situation when the roof rack 10 is lifted. This roof rack 10 is again in Fig. 8 shown separately in perspective.

The basic principle in this roof rack 10 is that transversely extending struts 13 are provided, which are bent downwards. These struts 13 virtually form the continuation of the wall of the car body 2 with respect to the cross-sectional contour. The struts 13 of the roof rack 10 are placed on corresponding counter-elements of the car body 2 and connected thereto. In this case, the roof frame 10 and its struts 13 together with the side walls of the car body 2 a static unit to the effect that the roof frame 10 connects the two side walls in the manner of a clip together and thereby prevents, for example, in a load, the side walls of the car body 2 are spread outwards.

Fig. 5b starts from the same basic work car. The difference to Fig. 5a is that the roof rack 10 has no conveyor belt here. The roof rack 10 also has the function of static connection of the two side walls of the car body. 2

The Fig. 6a to 6c show the situation with a changed gauge. Here are also roof racks 10 are provided, which, however, are formed differently from the space gauge ago than the roof racks 10 of Fig. 5a and 5b. Fig. 6a shows that the roof frame has two mutually parallel conveyor belts 11, whereas Fig. 6b shows a roof rack 10, which has only a single conveyor belt 11. Fig. 6c Finally, shows a roof rack 10 without conveyor belt.

The basic principle is therefore that you can adapt this system with the different roof racks 10 to different clearance profiles. The drawings also show the stubs, which are used as connection elements for the various roof racks 10. The struts 13 and arms of the roof racks 12 lay down around this stub and can then be screwed with them.

It is conceivable that there are special versions for each conveyor belt such as shortened bands, which end over the discharge position in the car body 2 to fill the work car directly from the bypass belt. Also conveyor belts are conceivable, which serve the loading of screening devices in the car.

LIST OF REFERENCE NUMBERS

1

chassis

2

car body

3

buffer

4

Floor conveyor

5

Transfer conveyor belt

6

Gate valves

7

carriage

8th

telescopic device

9

module

10

roof rack

11

conveyor belt

12

sensor device

13

strut

Claims (11)

1. A modular maintenance vehicle for construction and/or renovation of a railway track,
   comprising a vehicle body (2) resting on chassis frames (1) and having side walls, as well as
   a structural roof unit (9) detachably mounted to the vehicle body (2),
   characterised in that
   the structural roof unit (9) is selected from a modular system consisting of different structural roof units (9) separate from the vehicle body (2), said structural roof units (9) having a roof frame (10) and being different at least with respect to a number of conveyor belts (11) which, in the arrangement of the respective structural roof unit (9), extend on the vehicle body (2) in the longitudinal direction of the maintenance vehicle,
   wherein the roof frame (10) of each structural roof unit (9) has bars (13) distributed along its length at right angles to the longitudinal extension of the roof frame (10), said bars (13) extending downwards in a slanted manner and being detachably connectable to the side walls of the vehicle body (2).
2. The modular maintenance vehicle in accordance with one of the preceding claims,
   characterised in that
   the structural unit (9) can be placed onto the vehicle body (2) from above and can subsequently be firmly, however detachably, connected to the vehicle body (2).
3. The modular maintenance vehicle in accordance with any one of the preceding claims,
   characterised in that
   the roof frame (10) is designed with a downward arcuate shape, as seen in its cross-sectional profile.
4. The modular maintenance vehicle in accordance with any one of the preceding claims,
   characterised in that
   at least one sensor device (12) is provided for determining the fill level of materials in the maintenance vehicle.
5. The modular maintenance vehicle in accordance with Claim 4,
   characterised in that
   the at least one sensor device (12) operates in a non-contact manner.
6. The modular maintenance vehicle in accordance with Claim 4 or 5,
   characterised in that
   the at least one sensor device (12) is arranged on the bottom side of the roof frame (10) of the maintenance vehicle.
7. The modular maintenance vehicle in accordance with any one of the preceding claims,
   characterised in that
   the maintenance vehicle has a bottom conveyor belt (4) extending in the longitudinal direction and
   that a transfer conveyor belt (5) that can be extended and retracted as well as pivoted upwards is provided at least at one end of the bottom conveyor belt (4), wherein the bottom conveyor belt (4) is slanted upwards in the vicinity of the bottom conveyor belt (4) where the transfer conveyor belt (5) is being retracted.
8. The modular maintenance vehicle in accordance with any one of the preceding claims,
   characterised in that
   a vertically displaceable shut-off slide (6) for a container of the maintenance vehicle is provided at the front face of the maintenance vehicle.
9. The modular maintenance vehicle in accordance with Claims 7 and 8,
   characterised in that
   the movement of extending and retracting the transfer conveyor belt (5) is positively coupled to the movement of closing and opening the shut-off slide (6).
10. The modular maintenance vehicle in accordance with any one of the preceding claims,
    characterised in that
    the maintenance vehicle has control stations at all of its four corners.
11. The modular maintenance vehicle in accordance with any one of the preceding claims,
    characterised in that
    buffers (3) are provided in the end-sided chassis frames (1).

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