EP2902546B2 - Vorrichtung zum Verdichten der Schotterbettung eines Gleises - Google Patents

Vorrichtung zum Verdichten der Schotterbettung eines Gleises Download PDF

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Publication number
EP2902546B2
EP2902546B2 EP14153245.7A EP14153245A EP2902546B2 EP 2902546 B2 EP2902546 B2 EP 2902546B2 EP 14153245 A EP14153245 A EP 14153245A EP 2902546 B2 EP2902546 B2 EP 2902546B2
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EP
European Patent Office
Prior art keywords
track
cylinder
piston
hydraulic
vibrator
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.)
Active
Application number
EP14153245.7A
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German (de)
English (en)
French (fr)
Other versions
EP2902546B1 (de
EP2902546A1 (de
Inventor
Bernhard Lichtberger
Hans Jörg Hofer
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.)
HP3 Real GmbH
Original Assignee
HP3 Real GmbH
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
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Application filed by HP3 Real GmbH filed Critical HP3 Real GmbH
Priority to NO14153245A priority Critical patent/NO2902546T3/no
Priority to PL14153245T priority patent/PL2902546T3/pl
Priority to EP14153245.7A priority patent/EP2902546B2/de
Priority to CN201410802961.4A priority patent/CN104818656A/zh
Priority to RU2014153651/11A priority patent/RU2602871C2/ru
Priority to US14/597,547 priority patent/US9982396B2/en
Publication of EP2902546A1 publication Critical patent/EP2902546A1/de
Publication of EP2902546B1 publication Critical patent/EP2902546B1/de
Application granted granted Critical
Publication of EP2902546B2 publication Critical patent/EP2902546B2/de
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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
    • E01B27/20—Compacting the material of the track-carrying ballastway, e.g. by vibrating the track, by surface vibrators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B06—GENERATING OR TRANSMITTING MECHANICAL VIBRATIONS IN GENERAL
    • B06B—METHODS OR APPARATUS FOR GENERATING OR TRANSMITTING MECHANICAL VIBRATIONS OF INFRASONIC, SONIC, OR ULTRASONIC FREQUENCY, e.g. FOR PERFORMING MECHANICAL WORK IN GENERAL
    • B06B1/00—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency
    • B06B1/18—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency wherein the vibrator is actuated by pressure fluid
    • B06B1/183—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency wherein the vibrator is actuated by pressure fluid operating with reciprocating masses
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/12—Tamping devices
    • E01B2203/127—Tamping devices vibrating the track surface
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/14—Way of locomotion or support
    • E01B2203/141—Way of locomotion or support on the track to be treated

Definitions

  • the invention relates to a device for compacting the ballast bedding of a track, with a machine frame which can be moved on the track with a stabilization unit running on rollers on the track and equipped with a vibratory drive for generating a vibration in a plane parallel to the track
  • the stabilization unit is preferably equipped with tensioning rollers encompassing the rail head and wherein the stabilization unit is hinged to the machine frame in a height-adjustable manner with an adjustment drive and can be adjusted against the track under load.
  • the machine has flange rollers and clamping rollers that can roll on rails, the flange rollers being pressed onto the rails via telescopic axes in order to be able to guide the stabilization unit on the track with practically no play.
  • Such a device is from SU 1761845 A1 known.
  • Known stabilization units U.S. 5,887,527 A
  • dynamic track stabilizers are currently vibration units that are equipped with a mechanical vibration drive that has two eccentric masses rotating in opposite directions.
  • the two revolving eccentric masses are coupled via gears in such a way that counterbalancing rotation of the masses about assigned axes is guaranteed.
  • the vibration force components cancel each other out in the vertical direction and the vibration force components increase in the horizontal direction, that is, in a plane parallel to the track, transverse to the longitudinal direction of the track.
  • Rock heaps especially those made of railway ballast, can be compacted efficiently, in particular by the action of horizontal vibrations, especially when the Frequency is chosen such that the ballast assumes an elasto-liquid behavior, which is the case at frequencies greater than 30 Hertz.
  • Dynamic track stabilization units are used to compensate for irregular initial settlements of the track on the ballast bed through targeted, controlled anticipation by removing them from the outset. This noticeably increases the durability of the geometric track position.
  • the frictional power can be calculated by measuring the load as normal force and the coefficient of friction of the threshold on the ballast, which is also referred to as the lateral displacement resistance.
  • the displacement resistance is not measured directly, but indirectly.
  • the lateral displacement resistance is the determining, safety-critical one Size for the resistance to warping of a continuously welded track.
  • the lateral displacement resistance is usually determined at 2 mm displacement.
  • the typical oscillation amplitudes of the track with dynamic slide stabilizers are around 2 to 3 mm.
  • the lateral displacement resistance is one of the most important safety-critical variables in track construction and is usually determined by means of complex individual threshold measurements, usually under an undesired track block.
  • the vertical stiffness of the track is determined by measuring the force that has to be applied for a certain depression of the track.
  • the measuring devices provided for this are based on the principle of applying a static load, mostly with the help of hydraulic cylinders that act on railway wheel sets.
  • the value of the force caused by subsidence then gives the vertical stiffness, which is an important measure for assessing the track quality and the track behavior under repeated tensile loads. Strongly fluctuating track stiffnesses lead to irregular subsidence under tension loads and thus to corresponding track geometry errors. Since the vertical stiffnesses are highly non-linear, the statically measured vertical stiffness is only of limited significance.
  • a device for centering and cooling a piston-cylinder unit of a hydraulic vibration exciter with a pulsation generator for the application of pressure to a cylinder receiving a movable piston is, for example, from FIG CH 641 064 A5 known.
  • the invention is based on the object of creating a device of the type described at the outset which has a simpler, more compact structure and at the same time allows a particularly effective stabilization of a track on a ballast bed.
  • the lateral sliding resistance and the vertical rigidity of a track should be able to be measured as easily as possible.
  • the introduction of resonance frequencies into a track should be avoided or the time spans for introduction of the resonance frequency should be kept as short as possible.
  • the oscillating drive comprises at least one cylinder vibrator, controlled by a proportional valve or a servo valve and formed by a hydraulic cylinder, the cylinder vibrator being equipped with a sensor that measures the piston position of the piston assigned to the hydraulic cylinder for determining a lateral displacement resistance and wherein the oscillating drive comprises at least one cylinder vibrator formed by a synchronizing cylinder with two piston rods.
  • the measures according to the invention result in a structure that is considerably simpler than in the prior art, since only at least one oscillating cylinder has to be provided instead of two eccentric shafts that are mounted and rotating in opposite directions. Thus, a gear and cardan drive for driving the eccentric shaft is no longer necessary.
  • the complex eccentric adjustment for adjusting the impact force can be omitted, which in the case of the cylinder vibrator is simply set by specifying the corresponding amplitude.
  • the complex mechanical vibration generation by eccentric masses rotating in opposite directions and the complex adjustment of the oscillating force by hydraulic adjustment of these eccentric masses can be dispensed with.
  • the vibrating force is determined by the amplitude and frequency of the particularly compact cylinder vibrators and thus by the vibrating mass.
  • the hydraulic cylinder of the cylinder vibrator is supported on the stabilization unit and the piston of the hydraulic cylinder forms and / or carries the oscillating mass (s).
  • the cylinder vibrator is controlled or regulated via an on the cylinder attached proportional valve or servo valve.
  • the desired amplitude and frequency is specified by a control or regulation.
  • the cylinder vibrator is equipped with a sensor that measures the piston position of the piston assigned to the hydraulic cylinder in order to be able to carry out the most exact control or regulation possible and also to be able to subsequently easily draw conclusions about lateral displacement resistance. Whether the sensor determines the position of the piston directly or the position of a piston rod assigned to the piston or a mass assigned to the piston or the like is the responsibility of a person skilled in the art.
  • the hydraulic cylinder of the cylinder vibrator is assigned a pressure sensor that measures the hydraulic pressure to determine a static and dynamic lateral displacement resistance of the track.
  • the vibration force can be increased by means of auxiliary masses attached to the cylinder rods.
  • the cylinder vibrator of the oscillating drive in particular the hydraulic cylinder and / or its piston, is assigned at least one auxiliary mass to amplify the dynamic force.
  • the vibration drive can comprise two or more coupled hydraulic cylinders, each with an integrated piston displacement measurement.
  • the oscillating drive comprises at least one cylinder vibrator formed by a synchronizing cylinder with two piston rods.
  • the stabilization unit is height-adjustable via, preferably vertically aligned, hydraulic adjusting cylinders
  • the machine frame is articulated and can be adjusted and vibrated under load against the track, the adjusting cylinders also forming a cylinder vibrator controlled by a proportional or servo valve.
  • the adjusting cylinders are preferably in turn equipped with at least one sensor measuring the position of the piston and are preferably equipped with pressure sensors measuring hydraulic pressure to determine a static and dynamic vertical stiffness of the track. All proportional or servo valves are preferably always attached directly to the associated cylinder in order to keep any pressure losses and vibrations in the supply lines as low as possible.
  • the pressures in the vertical cylinders and in the horizontal cylinders are measured by pressure sensors.
  • the respective forces and subsequently the dynamic and static vertical stiffness can be determined.
  • the static force acts like a shift of the working point on the vertical stiffness line.
  • the static and dynamic lateral displacement resistance can be measured by measuring the horizontal force. Since the horizontal force acting on the cylinder is measured via the hydraulic pressure, the displacement resistance can be determined directly.
  • two oscillating cylinders can also be connected in parallel.
  • the amplitude and phase synchronicity of several cylinder vibrators or stabilization units arranged one behind the other in the longitudinal direction of the track is implemented electronically via control loops.
  • a device allows particularly high control speeds of the system.
  • traditional eccentric systems with hydraulic eccentric adjustment have a considerable adjustment time due to the high time constants.
  • Due to the direct generation of the oscillation frequency according to the invention running through resonance frequencies when starting and lowering the stabilization unit can be avoided or be kept particularly short.
  • Since cylinder vibrators are small in size and height, they can practically be installed very close to the height of the upper edge of the rail, which means that an almost pure horizontal force can be introduced into the track.
  • the conventional systems known from the prior art build significantly higher because of the eccentric shafts arranged one above the other, whereby vertical components are introduced into the track due to the superimposed torques, which act on the track in a considerably irregular manner and cause an undesirable side effect.
  • the device according to the invention can also be retrofitted without problems in existing track construction machines, such as ballast plows or the like.
  • the fast control time of the device according to the invention avoids re-vibration after the eccentric shafts have been switched off and run out, which is particularly unpleasant when working on bridges, since the natural frequency band of the bridges is regularly passed through.
  • the waveform can be chosen freely. Sinusoidal, triangular, trapezoidal, rectangular or similar waveforms could be selected, as well as various basic vibrations with superimposed harmonics.
  • a vertical vibration of the load cylinders not only leads to an improved controllability of the settlement differences between the left and right side of the track, but also to a higher compression effect and better settlement, which also increases the durability of the geometric track position.
  • a device for compacting the ballast bedding of a track 1 comprises a machine frame 2, which is in particular part of a rail construction train or the like , the track level is denoted by G, equipped stabilization unit 5 can be moved on track 1.
  • the stabilization unit 5 is built on a frame 6, can be moved on track rollers 3 equipped with wheel rims on track 1 and is equipped with tensioning rollers 7 which encompass the rail head and which are equipped with a swivel drive 8 to release the track head in order to release the stabilization unit 5 from track 1 and to be able to take off.
  • the stabilization unit 5 is articulated to the machine frame 2 in a height-adjustable manner with an adjusting drive 9, two hydraulic cylinders and can be adjusted against the track 1 under load.
  • the rollers 3 are equipped with telescopic axles 10 which press the rollers 3 against the rails, where variations in the track widths can be compensated for and play-free guidance of the stabilization unit 5 on the track across the direction of travel is guaranteed.
  • the oscillating drive 4 comprises at least one cylinder vibrator 12, which is controlled by a proportional or servo valve 11 and formed by a hydraulic cylinder.
  • the cylinder vibrator 12 is formed by a synchronous cylinder with two piston rods 13, each of which carries an auxiliary mass 14.
  • the cylinder vibrator 12 is equipped with a sensor 15, a displacement sensor, which measures the piston position of the hydraulic cylinder piston.
  • the sensor 15 measures either directly the piston position, the piston rod or, if necessary, the auxiliary mass position.
  • a pressure sensor 16 which measures the hydraulic pressure is assigned to the hydraulic cylinder of the cylinder vibrator 12, in order to be able to subsequently calculate the static and dynamic lateral displacement resistance of the track 1.
  • the stabilization unit 5 is articulated to the machine frame 2 in a height-adjustable manner via the adjusting drive 9 forming vertically aligned hydraulic adjusting cylinders and can be adjusted and vibrated under load against the track 1.
  • the force with which the stabilization unit 5 is pressed against the track 1 while being supported on the machine frame 2 can thus be set via the adjusting cylinder.
  • the adjusting cylinders also form a cylinder vibrator regulated or controlled by a proportional or servo valve 11.
  • the position of the adjusting cylinder piston is in turn measured with a sensor 15 and a pressure sensor 16 measuring the hydraulic pressure is assigned to the adjusting cylinders to determine a static and dynamic vertical rigidity of the track.
  • Figure 4 shows a schematic diagram relating to the vertical stiffness of the track. This is made up of various individual stiffnesses, such as the elasticity of the rails, the elasticity of the intermediate layer, any elastic sleeper padding, the elasticity of the sleepers, the ballast, the stiffness of the subgrade and / or the frost protection layer and the stiffness of the soil below.
  • This characteristic curve is strongly non-linear, as shown in the schematic curve shown. If a static force is applied by the vertical load, the track grid will lower under this load. This depression is measured by means of the displacement transducers, the sensors 15, assigned to the cylinders. The force used for this can also be determined by measuring the cylinder pressure. This data can be used to calculate the vertical stiffness given in the diagram.
  • Fig. 5 shows a schematic lateral displacement diagram of a track.
  • the excitation amplitude of the vibration unit or the vibration path of the track in the ballast bed is indicated on the horizontal.
  • the area drawn under the curve corresponds to the friction work performed.
  • the horizontal force that has to be applied to move the track grid is plotted vertically.
  • the displacement is measured by the displacement transducer attached to the cylinder vibrator, the force is determined by measuring the hydraulic pressure in the cylinder.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Shovels (AREA)
EP14153245.7A 2014-01-30 2014-01-30 Vorrichtung zum Verdichten der Schotterbettung eines Gleises Active EP2902546B2 (de)

Priority Applications (6)

Application Number Priority Date Filing Date Title
NO14153245A NO2902546T3 (pl) 2014-01-30 2014-01-30
PL14153245T PL2902546T3 (pl) 2014-01-30 2014-01-30 Urządzenie do zagęszczania podsypki z tłucznia toru kolejowego
EP14153245.7A EP2902546B2 (de) 2014-01-30 2014-01-30 Vorrichtung zum Verdichten der Schotterbettung eines Gleises
CN201410802961.4A CN104818656A (zh) 2014-01-30 2014-12-19 用于压实轨道道床的装置
RU2014153651/11A RU2602871C2 (ru) 2014-01-30 2014-12-26 Устройство для уплотнения щебеночного основания рельсового пути
US14/597,547 US9982396B2 (en) 2014-01-30 2015-01-15 Apparatus for compacting the ballast bed of a track

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14153245.7A EP2902546B2 (de) 2014-01-30 2014-01-30 Vorrichtung zum Verdichten der Schotterbettung eines Gleises

Publications (3)

Publication Number Publication Date
EP2902546A1 EP2902546A1 (de) 2015-08-05
EP2902546B1 EP2902546B1 (de) 2017-10-25
EP2902546B2 true EP2902546B2 (de) 2020-09-02

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ID=50070314

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EP14153245.7A Active EP2902546B2 (de) 2014-01-30 2014-01-30 Vorrichtung zum Verdichten der Schotterbettung eines Gleises

Country Status (6)

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US (1) US9982396B2 (pl)
EP (1) EP2902546B2 (pl)
CN (1) CN104818656A (pl)
NO (1) NO2902546T3 (pl)
PL (1) PL2902546T3 (pl)
RU (1) RU2602871C2 (pl)

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Publication number Priority date Publication date Assignee Title
AT516590B1 (de) * 2014-11-28 2017-01-15 System 7 - Railsupport GmbH Verfahren und Vorrichtung zum Verdichten der Schotterbettung eines Gleises
AT518373B1 (de) * 2016-02-24 2018-05-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Maschine mit Stabilisierungsaggregat und Messverfahren
US20180010302A1 (en) * 2016-07-05 2018-01-11 Harsco Technologies LLC Apparatus and method for tamping ballast
US10787771B2 (en) * 2016-08-05 2020-09-29 Harsco Technologies LLC Rail vehicle having stabilizer workhead with powered axles
CN106906703B (zh) * 2017-04-14 2018-09-11 河南翔铁路桥工务设备有限公司 宽枕板垫砟机
CN107034747A (zh) * 2017-06-09 2017-08-11 山东交通学院 便携式捣固机
AT16251U1 (de) * 2018-01-22 2019-05-15 Hp3 Real Gmbh Stopfaggregat für eine Gleisstopfmaschine
DE102018205821A1 (de) 2018-04-17 2019-10-17 Robert Bosch Gmbh Vibrationsantreiben mit einem Mehrflächenzylinder
AT521798B1 (de) * 2018-10-24 2021-04-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren und Vorrichtung zum Verdichten eines Schotterbettes
AT521481B1 (de) * 2018-10-24 2020-02-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren und Vorrichtung zum Stabilisieren eines Gleises
AT522652A1 (de) 2019-05-23 2020-12-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren und Vorrichtung zum Steuern/Regeln eines rotatorischen Antriebs eines Arbeitsaggregates einer Gleisbaumaschine
CN110174228B (zh) * 2019-06-28 2024-01-30 中铁二院工程集团有限责任公司 磁浮梁轨结构宽频激振试验装置
AT523228A1 (de) * 2019-12-10 2021-06-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Maschine und Verfahren zum Stabilisieren eines Schottergleises
AT525090B1 (de) 2021-08-12 2022-12-15 Hp3 Real Gmbh Verfahren zum Stabilisieren der Schotterbettung eines Gleises

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Publication number Priority date Publication date Assignee Title
AT336663B (de) † 1972-10-13 1977-05-25 Plasser Bahnbaumasch Franz Verfahren und maschine zur niveaukorrektur eines gleises mit schotterbettung
DE4102869A1 (de) † 1990-02-06 1991-08-08 Plasser Bahnbaumasch Franz Gleisbaumaschine zum verdichten der schotterbettung
SU1761845A1 (ru) † 1990-06-28 1992-09-15 Всесоюзный Научно-Исследовательский Тепловозный Институт Устройство дл стабилизации железнодорожного пути
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Publication number Publication date
PL2902546T3 (pl) 2018-03-30
NO2902546T3 (pl) 2018-03-24
CN104818656A (zh) 2015-08-05
US20150211192A1 (en) 2015-07-30
US9982396B2 (en) 2018-05-29
EP2902546B1 (de) 2017-10-25
EP2902546A1 (de) 2015-08-05
RU2602871C2 (ru) 2016-11-20
RU2014153651A (ru) 2016-07-20

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