EP2708648B1 - Device for construction and/or renovation of a railway track - Google Patents

Description

The invention relates to a device for creating and / or refurbishing a railroad track consisting of a substructure and of a track.

Railways consist of a substructure on which the track is located. The substructure consists of several layers, in particular of a gravel layer (also called the tarpaulin protective layer) and of a gravel layer thereon. The substructure can still have additional layers. The track consists of the transverse sleepers on which the rails are fixed. After the creation of a railway line this must be rehabilitated from time to time. This concerns in particular the substructure with its substructure layers.

Various machines are known to install the tracks and the existing example of gravel and gravel layer underlay layers according to predetermined profile cross sections. So far, these construction activities in the construction of new tracks or in the rehabilitation of existing track tracks (without existing track) always carried out with different work units. Usually, the subgrade layers such as gravel layers and gravel layers with conventional construction equipment such as excavators, rollers and other conventional machines are installed.

In addition, there are also machines that incorporate new construction tracks by machine and thereby achieve a high level of prefabricated construction. However, in connection with this automatic track-laying performance (with the track dismantled, not existing), it is necessary to install the substructure layers of the substructure in advance. Although it is possible here to install the lowermost layer, namely the leveling protective layer of the standard structure with so-called finishers, this does not mean that a continuous installation method has yet been created that would be acceptable in terms of machine outlay and economic efficiency.

The DE 10 2010 045 068 B3 shows a rehabilitation process for the multi-layer substructure on railway lines using a head-work vehicle of the type specified. This head-work car is an immediate part of the work train as such, ie the head-work car is coupled with the work car behind this work train. This also means that the head truck can be moved on the track. On the head-work car an excavating device is arranged in the manner of an excavator.

DE 93 07 161 U1 describes an apparatus for the continuous production of a track ballast tarpaulin comprising a ballast paver and a leading, separate and decoupled PSS paver having an installation means for producing the runway protective layer (PSS) disposed behind the wheel or track undercarriage with respect to the direction of travel , In order to supply the required ballast to the gravel paver behind it in the opposite direction, the PSS finisher has a conveyor on the side. This extends from the front end of the PSS finisher, which has a device for receiving the gravel delivered by truck, over its rear end out to drop the ballast at the rear end of the finisher on the completed there cover protection layer before the subsequent track ballast paver. At this an excavator arm for receiving the ballast is arranged, with which the ballast is fed to a mounting unit at the front end of the ballast paver, so that the ballast paver does not drive over the course protective layer, but on the finished ballast layer.

Out DE 38 34 313 A1 Also, a method and apparatus for producing a track ballast tarp while avoiding damage to the planumssschutzschicht by driving known. This device also comprises a ballast paver, in front of which a separate, decoupled, leading PSS finisher is arranged, in which the installation device for the substructure material is arranged with respect to the working direction behind the wheeled or crawler chassis. Again, the PSS finisher has a ballast conveyor extending from a front end receiving box rearward beyond the rear end. The ballast finisher and PSS finisher are moved forward a certain distance and at the same speed so that the discharge end of the conveyor belt is held above a receiving box of the ballast finisher. Thus, ballast, which is abandoned by a truck to the receiving box of the PSS finisher, be fed via the conveyor belt of the PSS finisher against the working direction of the receiving box of the ballast paver during the forward movement.

Based on this, the object of the invention is to provide an improved device for creating and / or refurbishing a railway track consisting of a substructure and of a track.

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

As a result, a device using a continuously moving during work work train for creating and / or rehabilitation of a substructure and a track consisting of track created by means of which the installation (and possibly also the removal) of one or more sub-layers of the track substructure in connection with the simultaneous track installation in a continuous process in one working direction is possible. The subgrade layers relate in particular to the gravel layer (protective layer) as well as the gravel layer above it. By means of the device according to the invention, however, further substructure layers can also be installed. An inventive aspect is that the - first - work car is separate and decoupled in the head area of the work train with its paver with respect to the actual work train and - especially - does not drive on the substructure created by him. As a result, this substructure is not damaged or even destroyed. The work car with the paver can have a wheel or a crawler chassis. In principle, it is conceivable that a device which is normally used for road construction is used as a paver for track construction.

The particular advantage of the device according to the invention is that the settlement of all stages of construction takes place in a continuous installation sequence. This applies both to the subgrade layers of the substructure (ie, in particular to the protective layer of course and gravel) and to the track thereon. The use of road-bound vehicles and different installation units is thereby avoided. The device according to the invention with the work train according to the invention provides the installation of the substructure layers of the substructure and the installation of the tracks when building a new line or in a route rehabilitation in a continuous operation from a predetermined working direction.

A further advantage of the mechanical installation of substructure and track according to the invention in continuous and coherent work progress is the fulfillment of the latest guideline for the installation of the sub-base layers. According to the guidelines of this guideline, the newly installed gravel layers of the protective course layer and the gravel layers may not be used with wheel-ridden vehicles (trucks, excavators, etc.) after the rebuilding, in order to install the further gravel and gravel layers as well as the tracks for the final state. This is due to the fact that the substrate layers traveled with wheel-ridden vehicles would otherwise be destroyed or deformed during the application of the new layers.

The invention thus enables the objective of the new machine, the continuous installation of the required underground layers and the new track to be installed in sequence, without having to resort to wheel-tyred standard machines. The work train according to the invention allows the installation of materials with high-quality, leading pavers, which automatically both the width and the height of the required sub-layers Install. At the same time, the minimum requirement for the work train is met, at least to install the ballast and the tracks from one working direction in a continuous process on new lines and rehabilitation lines one after the other. The basic idea of the invention thus lies in the continuous stem of substructure layers (irrespective of the number of sub-base layers) and the simultaneous continuous laying of the track in one operation from one working direction by upstream, separately running or coupled paver for precise installation of different substructure layers at degraded or not existing track on an old or a new built substructure for a new track construction or for a track asset rehabilitation of any kind.

The work train draws on the combination of special conveyor belt conveyors using material handling silo wagons (so-called MFS wagons) as well as a special track laying module and the final use of special leading tampering equipment.

In a basic variant, this creates the possibility of bulkhead installation with simultaneous track installation in a continuous mode of operation. Here, the ballast material is fed in the direction of the work train on the so-called MFS cars. In the area of the threshold cars or Jochwagen the material is conveyed through to the installation module with appropriate conveyor belt technology. From the track laying module, the ballast is fed into the leading high-performance paver (s) via corresponding conveyor belts.

It can be provided that the device for installing the tracks and the device or devices for installing the material layers for the substructure are each assigned to one or more work cars. This means that the corresponding work cars are specially designed for their respective tasks. These work cars can be coupled together according to their needs and then form components of the work train.

Preferably, a plurality of devices (in particular in the form of corresponding plurality of work cars) may be provided in order to install different substructure layers. These are in particular the gravel layer (layer protection layer) and the gravel layer thereon. Other or further layers are conceivable. The installation of these two (or even more) new layers and the new track is - as stated - according to the invention in a continuous process. The corresponding materials (gravel, gravel, etc.) are conveyed forward by corresponding MFS carriages via corresponding conveyor belts and fed to the corresponding equipment or the corresponding work vehicle. It is only necessary to rank corresponding MFS cars for these additional materials in the sequence of machines or work cars. The transfer of the second material flow within the overall machine series takes place via an optional intermediate transfer module on additional conveyor belts of the MFS cars.

In a further embodiment, the second work trolley can have, at the rear and in front, in each case a rail drive, and in addition a vertically movable crawler trolley in front.

Furthermore, at least between the third work car for storing and assembling the components for the track and the third work car for storing the components for the substructure, the work train may have an intermediate car having longitudinal conveyor belts for transferring material.

According to the invention it is provided that these are installed as yokes for installation of the track. In principle, however, it is also conceivable that the installation of the track can optionally be carried out with long rails in the track stem. For this purpose, the rails are laid out by the machine of the work car and mounted under the machine with long rails in the course of the pre-construction work.

A development of the device according to the invention proposes for the Jocheinbauweise that stored in corresponding work cars sleepers and rails and these are assembled to yokes. Or alternatively, it is conceivable that already prefabricated yokes are stored on corresponding work car.

A development of the device suggests that the conveyor belts are designed to be reversible for transporting the materials of the work car and the intermediate car. These belts may be floor conveyors, roof conveyors, as well as end transfer belts and / or side auxiliary conveyors. These may for example also be designed in pairs as mutually parallel double or triple conveyor belts.

A development of the device according to the invention proposes that in addition to the at least one first work car with the installation devices for the underground layers an additional - fourth - work car is connected upstream, which can be abandoned materials removed from the substructure. From there, the materials are then transported to the back to corresponding MFS wagons and deposited there. For this purpose, the first and fourth work car on conveyor belts, which extend from a feed point for excavated materials of the substructure of the fourth work car to one of the conveyor belts of the second work vehicle, so that the removed materials of the substructure on conveyor belts of the second and the third work car to the rear one of the third work car can be transported, which has at least one processing device for excavated ballast and is queued before, between or behind the third work car for storing and transporting the components for the substructure.

This extended method thus not only allows the continuous installation of several substructure layers of a track substructure in connection with the simultaneous track installation in a continuous process, but also makes it possible in advance to expand the subgrade layers to be replaced. Specifically, this means that the gravel to be removed is removed during a track stretch rehabilitation of a corresponding expansion module and fed to a corresponding conveyor belt. Since the conveyor belts are formed reversible, each conveyor belt can transport the materials not only in the working direction, but also vice versa. In this second case thus the old ballast by means of an excavator or other equipment, such. As milling, chain conveyor, etc. on a hopper an intermediate machine with a corresponding work car or abandoned directly to the transporting conveyor belt to the rear. From here, the old gravel and possibly other sub-layers are conveyed through the machine series to the corresponding MFS wagons. The old material can be loaded into these MFS carriages while the new material is being fed from the same or other MFS carriages in the direction of the installation unit. As a result, a simultaneous removal and installation of soil layers is possible, according to the invention with simultaneous continuous installation of the track.

The excavated ballast can be worked up in appropriate work car with appropriate workup facilities. The old gravel is thus initially expanded. Instead of the direct loading and removal of this old ballast this is processed in a ballast processing plant. This work-up may involve different steps. For example, the gravel can be washed and sieved. But other treatment methods such as breaking or sharpening can be done here in appropriate modules. After working up the ballast, the now reusable ballast is fed to the appropriate installation unit, in which the ballast is re-installed as recycling ballast. Optionally, the new gravel can be supplied to the recycling gravel. If necessary, the reusable fines of the ballast cleaning can optionally be fed to a further processing module in the machine series and mixed with the gravel for the formation protection layer for this undercoat layer. In this optional treatment step, additional soil improvement measures can be carried out. By adding soil improvers and additives, a targeted formulation and grading curve in the area of the gravel and surface protection layers can be optionally produced and installed. As a result, an increase in the use of the expansion materials is ensured by these optional expansion modules. The entire machine can thus achieve a maximum utilization of all the expansion materials by expansion modules with flexible and the appropriate need equitable use. Only the pure waste materials have to be removed and disposed of. Only the modules with the corresponding work cars have to be cleaned, which correspond to the new construction and renovation requirements of the respective track construction line. The above-mentioned waste materials are supplied in all stages of execution in the opposite direction to the MFS wagon for transport to the camp. The work train can thus remove both the ballast masses, clean and reinstall. In addition, the work train can install the tracks in the same continuous process in the working direction. Only the ranking of the machine components and additional use of an insertable cleaning module for the ballast is required for this purpose.

The at least one first work car, which is a leading and decoupled paver, builds the material according to height and width on the gravel bed of the substructure continuously in the forward movement of the work train, depending on the installation speed of the track module. The pavers can optimally incorporate width, height, inclination or other profiles (eg center deflection or flank profiles) automatically via a laser control. The compression can also optionally via the pavers take place. An optional variable profiling of the surface of the ballast is also possible.

An optional intelligent coupling of the paver and the track installation module as well as the remaining, following machine technology can automate and combine all installation data. This relates to the control speed of the installation tiller and the track module and their successors in various variable dependencies, continue the tax rate of material supply of all machine groups and individual assemblies depending on the finishing speed or vice versa, continue the exact location and direction of the ballast bed depending on the track axis to be installed and track cant and finally the automatic alignment of the track depending on the construction of the ballast bed and gravel bed.

Conceivable further variants and options provide for the attachment of additional conveyor belts to the individual components. These correspond in terms of their operational function of the number of material layers and material flows, which are necessary for the creation or rehabilitation of the railway line.

Fig. 1a

eine erste Variante des Arbeitszuges;

Fig. 1b

ein Detailausschnitt aus dem Kopfbereich des Arbeitszuges in Fig. 1a;

Fig. 1c

einen Querschnitt durch den Arbeitswagen zum Einbau der Gleise in Fig. 1b;

Fig. 2a

eine zweite Variante des Arbeitszuges;

Fig. 2b

ein Detailausschnitt aus dem Kopfbereich des Arbeitszuges in Fig. 2a;

Fig. 2c

einen Querschnitt durch den Arbeitswagen zum Einbau der Gleise in Fig. 2b;

Fig. 3a

eine dritte Variante des Arbeitszuges;

Fig. 3b

ein Detailausschnitt aus dem Kopfbereich des Arbeitszuges in Fig. 3a;

Fig. 3c

einen Querschnitt durch den Arbeitswagen zum Einbau der Gleise in Fig. 3b;

Fig. 4a

eine nicht erfindungsgemäße vierte Variante des Arbeitszuges als Detailausschnitt aus dem Kopfbereich des Arbeitszuges;

Fig. 4b

einen Querschnitt durch den Arbeitswagen zum Einbau der Gleise in Fig. 4a;

Fig. 5

eine nicht erfindungsgemäße fünfte Variante des Arbeitszuges;

Fig. 6

eine sechste Variante des Arbeitszuges;

Fig. 7

eine Darstellung des Arbeitszuges im Bereich des Arbeitswagens zum Einbau des Gleises in verschiedenen Arbeitsschritten.

Embodiments of a work train according to the invention with corresponding work car for the creation and / or rehabilitation of a railway line consisting of a substructure and of a track are described below with reference to the drawings. In these shows:

Fig. 1a

a first variant of the work train;

Fig. 1b

a detail from the head area of the work train in Fig. 1a ;

Fig. 1c

a cross section through the work car for installation of the tracks in Fig. 1b ;

Fig. 2a

a second variant of the work train;

Fig. 2b

a detail from the head area of the work train in Fig. 2a ;

Fig. 2c

a cross section through the work car for installation of the tracks in Fig. 2b ;

Fig. 3a

a third variant of the work train;

Fig. 3b

a detail from the head area of the work train in Fig. 3a ;

Fig. 3c

a cross section through the work car for installation of the tracks in Fig. 3b ;

Fig. 4a

a non-inventive fourth variant of the work train as a detail of the head section of the work train;

Fig. 4b

a cross section through the work car for installation of the tracks in Fig. 4a ;

Fig. 5

a not according to the invention fifth variant of the work train;

Fig. 6

a sixth variant of the work train;

Fig. 7

a representation of the work train in the area of the work car for installation of the track in various steps.

The Fig. 1a to 1c show a first variant of a work train for the creation or rehabilitation of a railway line. In Fig. 1a The work train is shown one above the other in different sections. The lowest representation in Fig. 1a shows the head area of the work train. An enlarged detail of this head area shows Fig. 1b ,

The railway line basically consists of a substructure 1 consisting of a layer 2 of gravel (surface protection layer) and above a layer 3 of gravel. Then there is the track 4 of sleepers 5 with rails thereon 6.

In the head area of the work train (in the drawing on the right) a first work car 7 is provided. This serves to install a layer of the substructure 1, in the present case, the layer 3 of gravel.

Behind this first work car 7 is a second work car 8. This is used to install the tracks 4 in the form of track yokes.

At this second work car 8, third work car 9 close, which fulfill a variety of tasks. Thus, these third work cars 9 are used to support the sleepers 5, rails 6 and possibly the yokes, furthermore the storage of the materials for the substructure 1, namely the gravel and the ballast. The latter work cars are designed as so-called MFS cars. In this case, intermediate cars 10 can still be provided, which serve to transfer the materials.

All work cars 7, 8, 9 and intermediate cars 10 are equipped with extending in the longitudinal direction conveyor belts 11. These conveyor belts 11, which are designed to be reversible, can be floor conveyor belts, roof conveyor belts and end transfer belts. These conveyor belts 11 can be adjusted universally in terms of their settings and transport routes, so as to ensure optimum transport of the materials. Also, the conveyor belts 11 may be formed as parallel to each other double or triple conveyor belts. Also, lateral additional conveyor belts may be provided.

The operation is as follows:
The work train is in a continuous forward motion. The first work car 7 at the front head end is used to install the ballast on the underlying layer 2 of gravel. For this purpose, the ballast from the rear, third work car 9 is guided over the conveyor belts 11 forward, from the corresponding MFS car, through the corresponding work car with the tracks and the track components through to the second work car 8 for track installation , The ballast material is finally given to the first work car 7 and installed by this.

After the installation of the layer 3 of gravel is carried out in the continuous flow of the work train in the rear of the work car 8, the installation of the tracks 4. It is a special track installation car, which moves back on the already laid rails, while the front, where still no rails are, by means of a crawler chassis is movable. This front area also has a rail drive, which is used when the crawler undercarriage is raised. The built-in by this second work car 8 tracks 4 are with their components, namely the Thresholds 5 and the rails 6 are mounted on the third work car 9 located behind it and, if necessary, are fed to the second work carriage 8.

The second embodiment in Fig. 2a to 2c differs from the first embodiment in that two first work car 7 are provided. Here, the front first installation car 7 has the task of installing the layer 2 of gravel, while the behind it located first work car 7 has the task to install the layer located above it 3 of gravel. Again, the supply of gravel and the ballast via appropriate conveyor belts 11 from the corresponding third work car 9.

The variant of the Fig. 3a to 3c is based on the basic principle on the first design variant. The difference is that before the first work car 7 at the front head end still a fourth work car 12 is provided. Like the first work car 7 of the two first embodiment variants, this fourth work car 4 is also equipped with a wheeled or crawler undercarriage. This fourth work car 12 is used to hold the developed underground layer (in this case gravel) by means of an excavator 13. Other expansion devices instead of an excavator 13 such as a scraper conveyor are conceivable. The basic principle is that the excavator 13 or another device removes the gravel of the substructure 1 and gives up the fourth work vehicle 12. From there, the ballast is transported backwards into the corresponding work car 9 by means of the conveyor belts 11. After removal, either new gravel or recycled gravel can then be reinstalled via the first work cart 7.

The non-inventive fourth embodiment of the Fig. 4a and 4b sees a Kombinationsarbeitswagen 14 on the one hand for the installation of Unterbauschicht and on the other hand for installation of the track 4 before. Specifically, this technically looks like that the head of this combination work cart 14 has a kind of slide, which levels the previously abandoned gravel.

The not according to the invention fifth variant in Fig. 5 is based on the fourth embodiment. In this fifth embodiment variant - as in the third embodiment - a fourth work car 12 is connected upstream, which serves to receive the excavated by means of an excavator 13 or the like. Schotter, which is transported away to the rear.

The sixth embodiment in Fig. 6 is based on the third embodiment, namely by the removed ballast is transported to the rear in one of the third work car 9. These have processing facilities 15 for the excavated ballast, in which the old gravel can be washed, sieved, classified, broken, sharpened, etc. This recycled old ballast is then transported back to the first work car 7, where it is installed.

Fig. 7 Finally, shows the special second work car 8 for installation of the tracks 4. It is shown how the sleepers 5 and rails 6 mounted on corresponding third work car 9 and assembled to track yokes, which are then installed by means of a portal device of the second work car 8 on the ballast bed ,

Claims (7)

1. A device for the construction and/or renovation of a railway track consisting of a foundation (1) as well as a track (4) in a continuous forward motion,
   wherein the device has a plurality of different work wagons for storing, transporting and installing components for the foundation (1) and the track (4),
   wherein the different work wagons form a work train which, as seen in the direction of motion, has in its forward head region at least one first work wagon (7) with at least one assembly for installing the foundation (1),
   wherein the at least one first work wagon (7) for installing the foundation (1) is a separate and decoupled installing unit which is a leading wagon with regard to the work wagons of the work train following it and has a wheel or crawler chassis, with the at least one assembly for installing the foundation (1) being arranged behind said installing unit, as seen in the direction of motion, and
   wherein the work train has a second work wagon (8) with at least one assembly for installing the track (4) behind said at least one first work wagon (7) and a plurality of third work wagons (9) behind said second work wagon (8), which plurality of third work wagons (9) differ with regard to their task of storing and transporting the components for the foundation (1) and of storing and assembling the components for the track (4),
   wherein, as seen in the direction of motion, the third work wagons (9) for storing and assembling the components for the track (4) and the third work wagons (9) for storing the components for the foundation (1) successively follow the second work wagon (8),
   wherein all of the third work wagons (9) and the second work wagon (8) have conveyor belts (11) which, starting from the third work wagon (9) or the third work wagons (9) for storing the components for the foundation (1), extend from back to front to the at least one first work wagon (7) in a longitudinal direction along the third work wagons (9) and the second work wagon (8) all the way to a head end above the at least one first work wagon (7) for supplying the components for the foundation (1), and
   wherein at least one of the installation assemblies for the track (4) is a portal assembly of the second work wagon (8), said portal assembly being used during operation to install tracks (4) consisting of track panels which are assembled from sleepers (5) and rails (6) on third work wagons (9), said sleepers (5) and rails (6) being stored on the third work wagons (9).
2. The device according to claim 1,
   characterised in that
   the work train has at least two first work wagons (7), the front one of which has at least one assembly for installing gravel to obtain a foundation layer (2) located below a layer (3) of crushed stones, and the first work wagon (7) arranged behind said front one has at least one assembly for installing the layer (3) of crushed stones, wherein the at least two first work wagons (7) have conveyor belts (11) for respectively supplying the gravel and the crushed stones from the respective third work wagons (9).
3. The device according to any one of the preceding claims,
   characterised in that
   the second work wagon (8) has a rail travelling gear at its rear and its front and, in addition, a vertically displaceable crawler chassis at its front.
4. The device according to at least any one of claims 1 to 3,
   characterised in that
   the work train has an intermediate wagon (10) at least between the third work wagons (9) for storing and assembling the components for the track (4) and the third work wagons (9) for storing the components for the foundation (1), said intermediate wagon (10) having conveyor belts (11) for transferring material, said conveyor belts (11) extending in longitudinal direction.
5. The device according to claim 4,
   characterised in that
   the conveyor belts (11) of the third work wagons (9), the second work wagon (8) and the intermediate wagon (10) are reversibly formed floor conveyor belts, roof conveyor belts, end-sided transfer conveyor belts and/or lateral additional conveyor belts, and/or are formed as double or triple conveyor belts running parallel to each other.
6. The device according to any one of the preceding claims,
   characterised in that
   at least one fourth work wagon (12) is connected upstream and ahead of the at least one first work wagon (7) of the work train, wherein the at least one first and the fourth work wagons (7, 12) have conveyor belts (11) which extend from a loading point for removed materials of the foundation of the fourth work wagon (12) to one of the conveyor belts (11) of the second work wagon (8), with the result that the removed materials of the foundation can be transported backwards to one of the third work wagons (9) via conveyor belts (11) of the second and third work wagons (11), said one of the third work wagons (9) having at least one recycling assembly (15) for removed crushed stones and being disposed in front of, between or behind the third work wagons (9) for storing and transporting the components for the foundation (1).
7. The device according to any one of the preceding claims,
   characterised in that
   the at least one first work wagon (7) for installing the foundation (1), which is a leading, separate and decoupled installing unit,

   - has a laser control for automatically installing a width, a height, a slope or other sections of the foundation (1), and/or

   - has an assembly for compacting the foundation (1), and/or

   - is, in terms of control, coupled to the second work wagon (8) and the remaining following work wagons (9) for automating and combining all installation data, comprising a control velocity of the at least one first work wagon (7) and the second work wagon (8) as well as the following work wagons (9); a control velocity of the material supply of all machine groups and individual assemblies as a function of the velocity of the installing unit or vice versa; an exact position and direction of the crushed stone bed as a function of the subsequently to be installed track axle and track cant; as well as an automatic alignment of the track as a function of the construction of the crushed stone bed and the gravel bed.

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