WO2024110244A1 - Ensemble de stabilisation pour stabiliser une voie - Google Patents

Ensemble de stabilisation pour stabiliser une voie Download PDF

Info

Publication number
WO2024110244A1
WO2024110244A1 PCT/EP2023/081673 EP2023081673W WO2024110244A1 WO 2024110244 A1 WO2024110244 A1 WO 2024110244A1 EP 2023081673 W EP2023081673 W EP 2023081673W WO 2024110244 A1 WO2024110244 A1 WO 2024110244A1
Authority
WO
WIPO (PCT)
Prior art keywords
stabilization unit
track
vibration generator
rollers
side frame
Prior art date
Application number
PCT/EP2023/081673
Other languages
German (de)
English (en)
Inventor
Michael SCHINAGL
Wolfgang ANDROSCH
Original Assignee
Plasser & Theurer, Export von Bahnbaumaschinen, Gesellschaft m.b.H.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Plasser & Theurer, Export von Bahnbaumaschinen, Gesellschaft m.b.H. filed Critical Plasser & Theurer, Export von Bahnbaumaschinen, Gesellschaft m.b.H.
Publication of WO2024110244A1 publication Critical patent/WO2024110244A1/fr

Links

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
    • B06B1/10—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency making use of mechanical energy
    • B06B1/16—Methods or apparatus for generating mechanical vibrations of infrasonic, sonic, or ultrasonic frequency making use of mechanical energy operating with systems involving rotary unbalanced masses

Definitions

  • Stabilization unit for stabilizing a track
  • the invention relates to a stabilization unit for stabilizing a track, with a vibration generator and with unit rollers for transmitting vibrations generated by the vibration generator to a track grid of the track to be stabilized, consisting of sleepers and rails fastened thereto.
  • a ballasted track is constantly subjected to stress by rail traffic and environmental influences. For example, the position of a track grid in the ballast bed changes. The ballast bed itself becomes dirty over time due to abrasion and foreign matter. Maintenance measures such as tamping or cleaning processes remedy these defects. However, this leads to a temporary loosening of the ballast bed. Even after optimal compaction using a tamping unit, subsequent settlements can occur.
  • a machine for stabilizing the track which is also called a dynamic track stabilizer, is used to anticipate such settlements.
  • the machine can be moved on the track and includes a stabilization unit that is clamped to the rails of the track using unit rollers.
  • a vibration generator arranged on the stabilization unit generates vibrations that are transmitted to the track grid.
  • the design and dimensions of the vibration generator determine an impact force that acts on the track with the vibration frequency.
  • the stabilization unit is supported against a machine frame.
  • the transmitted vibrations cause the grains in the grain structure of the ballast bed to become mobile, to be able to move and to be distributed in a denser Storage. This optimized ballast compaction results in an increase in the load-bearing capacity and the transverse displacement resistance of the track.
  • AT 16604 U1 discloses an exemplary stabilization unit with variable impact force.
  • the vibration generator comprises several rotating unbalanced masses arranged on parallel shafts.
  • the unbalanced masses are driven with a variably adjustable phase shift relative to one another.
  • a changed phase shift changes both the direction and the strength of the impact force.
  • the invention is based on the object of improving a stabilization unit of the type mentioned at the outset so that the impact force acts on the track in an optimized manner. Furthermore, the arrangement of the vibration generator on the stabilization unit is to be simplified.
  • aggregate rollers assigned to a left rail of the track as seen in a direction of travel are arranged on a first side frame
  • aggregate rollers assigned to a right rail of the track are arranged on a second side frame and the two side frames are connected by a self-supporting middle section which includes the vibration generator.
  • This new design has several advantages.
  • the self-supporting middle section with the vibration generator lies between the two side frames and is not placed on a supporting frame as before. This results in a low center of gravity for the entire stabilization unit.
  • the plane of action of the impact force generated by the vibration generator is also a short distance from the top edges of the rails of the track to be stabilized.
  • the self-supporting middle section can be designed in different variants to meet different requirements.
  • the stabilization unit can be adapted to different track widths by varying the width of the middle section.
  • the side frames remain identical in construction. Even different vibration generators only affect the middle section and do not lead to any changes to the side frames. In this way, variants with different drives and impact force ranges are easy to implement.
  • the middle part is designed as the housing of the vibration generator.
  • the vibration generator itself thus forms the supporting middle part that connects the two side frames to one another.
  • the vibration generator includes a hydraulic or pneumatic cylinder. This allows a flywheel to be set in oscillating movements in order to generate vibrations in a desired plane of action.
  • vibration generator comprises rotatable unbalanced masses. By means of these rotatable unbalanced masses, impact forces can be generated in different planes of action and with adjustable intensity.
  • the unbalanced masses are sensibly coupled to a rotary drive, in particular an electric one, arranged on the middle part.
  • a rotary drive in particular an electric one
  • the control is simplified if the rotary drive is designed as an electric motor, in particular as a torque motor.
  • the rotary drive is designed as an electric motor, in particular as a torque motor.
  • a torque motor in particular as a torque motor.
  • no Additional units such as pumps or coolers are required.
  • the connection to an existing electrical power supply system is usually made easily via an electrical cable.
  • Unbalanced masses arranged on several parallel rotating shafts are advantageous, with the rotating shafts and/or unbalanced masses being coupled to one another.
  • the type of coupling determines how the centrifugal forces caused by the unbalanced masses produce the resulting impact forces. For example, the centrifugal forces in one plane of action reinforce one another, whereas the centrifugal forces in another plane of action cancel each other out.
  • At least two rotary shafts and/or unbalanced masses are coupled to gear elements.
  • a common rotary drive can be used to drive the rotary shafts or unbalanced masses.
  • the gear elements can be used to determine the phase shift of the unbalanced masses relative to one another during rotation, which results in the desired resulting impact forces.
  • At least one unbalanced mass is rotatably mounted on each rotating shaft.
  • This unbalanced mass can be driven with a variable angular position, rotation speed and direction of rotation relative to an unbalanced mass fixed on the rotating shaft. This allows the direction and magnitude of a resulting centrifugal force to be adjusted.
  • two different resulting centrifugal forces can be created if two unbalanced masses arranged on a rotating shaft assume different angular positions relative to each other depending on the direction of rotation.
  • the stabilization unit can be operated with different impact forces at the same vibration frequency.
  • the unbalanced masses are arranged on at least two vertically aligned rotation shafts. This allows a particularly low center of gravity of the stabilization unit and a particularly low-lying effective plane of the Impact force can be achieved. In addition, no vertical vibrations occur, which may have to be compensated for with other construction variants.
  • rotation shafts are arranged symmetrically with respect to a vertical plane of symmetry in the longitudinal direction and a vertical plane of symmetry in the transverse direction.
  • the central part with the vibration generator can be constructed symmetrically in two axes, thereby avoiding disruptive inertial forces during operation as a result of an uneven mass distribution.
  • This advantage is reinforced with a symmetrical drive arrangement in which two rotary drives with a respective vertical axis in the vertical plane of symmetry in the longitudinal direction are arranged symmetrically to the vertical plane of symmetry in the transverse direction.
  • two groups of rotary shafts and/or unbalanced masses are each driven by their own rotary drive.
  • the rotary drives are controlled by a common control device to couple the two groups.
  • Various control algorithms are set up in the control device, which cause different drive states. For example, different combinations of the direction of rotation and/or the angular velocity of the respective rotary shaft or unbalanced mass lead to a changed impact force and/or vibration frequency of the stabilization unit.
  • each rotary shaft and/or unbalanced mass is assigned a sensor for detecting a current angle of rotation, wherein the respective sensor is connected to the control device and wherein the control device is set up to control the respective rotary drive depending on the angle of rotation.
  • the phase positions and the angular speeds of the rotary shafts or the unbalanced masses can be precisely regulated. This allows continuous adjustment of the impact force and the vibration frequency during operation.
  • the middle part comprises an oil pan with a predetermined filling level, whereby the unbalance masses are partially below the fill level. This allows the unbalanced masses to be positioned particularly low and also provides splash lubrication for lubricating and cooling the rotating components of the vibration generator.
  • the respective unbalanced mass advantageously comprises a scoop-shaped extension in the area below the fill level, by means of which oil can be transported from the oil pan into lateral collecting pans during operation.
  • This design of the unbalanced masses results in particularly efficient circulating lubrication.
  • oil flows back from the collecting pans into the oil pan, which ensures continuous lubrication and cooling.
  • a further improvement to the overall structure concerns the side frames.
  • a front flange roller and a rear flange roller are mounted in each side frame, with a clamp mechanism for pressing a pressure roller onto the respective rail arranged between the two flange rollers.
  • This compact structure ensures optimal transmission of the vibrations generated to the track grid.
  • FIG. 2 Track cross-section with stabilization unit
  • Fig. 3 Front view of a stabilization unit with vertically aligned rotation shafts
  • FIG. 4 Top view of the stabilization unit according to Fig. 3 Fig. 5 Side view of the stabilization unit according to Fig. 3 Fig. 6 Side frame with flanged roller in retracted state Fig. 7 Side frame with flanged roller in extended state Fig. 8 Middle section with four vertically aligned rotation shafts and two rotation drives
  • FIG. 9 Middle part according to Fig. 8 with opened housing Fig. 10 Middle part according to Fig. 8 in a top view Fig. 11 Middle part according to Fig. 8 with coupling of the rotary shafts Fig. 12 Rotary shaft with unbalance mass
  • a rail vehicle 1 shown in Fig. 1 is a so-called dynamic track stabilizer for stabilizing a ballasted track 2 following a tamping process.
  • the track 2 comprises a ballast bed 3 in which a track grid 4, consisting of sleepers 5 and rails 6 fastened to them, is mounted.
  • the track grid 4 is set in vibration and pressed into the ballast bed 3.
  • This targeted settlement of the track grid 4 is recorded by means of a tendon measuring system 8 or by means of optical measuring devices.
  • the exemplary rail vehicle 1 comprises a machine frame 9, which can be moved on the track 2 to be stabilized, supported on rail bogies 10.
  • Two stabilization units 11 are movably connected to the machine frame 9. In other machines, only a single stabilization unit 11 is arranged.
  • Fig. 2 shows a cross-section of the track 2 with the stabilization unit 11 during a stabilization process.
  • the stabilization unit 11 comprises a vibration generator 12 as its main component.
  • Load cylinders 13 support the stabilization unit 11 against the machine frame 9.
  • the vibration generator 12 generates horizontal vibrations 14 in the transverse direction of the track.
  • Aggregate rollers 15, 16 transfer the vibrations 14 to the track grid 13, whereby flange rollers 15 are guided along the inner edges of the rails and pressure rollers 16 are pressed against the rails 6 from the outside.
  • a continuously adjustable load 17 is applied by means of the load cylinders 13.
  • the vertical load 17 ensures the transmission of the vibrations 14 into the ballast bed and is important for the compaction effect and for the track lowering.
  • the stabilization unit 11 comprises a self-supporting central part 18 with the vibration generator 12. Viewed in the longitudinal direction of the track, a first side frame 19 is connected to the central part 18 on the left side and a second side frame 20 on the right side (Fig. 2).
  • the connection of the central part 18 to the respective side frames 19, 20 is made, for example, by means of screw connections on a circumferential flange.
  • the respective side frames 19, 20 serve as a carrier of the unit rollers 15, 16 for the respective associated rail 6.
  • the flange rollers 15 and the pressure roller 16 for the left rail 6 of the track 2 are arranged on the first side frame 19 and the flange rollers 15 and the pressure roller 16 for the right rail 6 are arranged on the second side frame 20.
  • the bearings of the respective unit rollers 15, 16 are mounted exclusively on the associated side frames 19, 20. There is no common continuous axis for the left and right flange rollers 15. The lack of a continuous axis creates space for the low arrangement of the middle section. The result is a low center of gravity 21 of the entire stabilization unit 11 and a low effective plane 22 of the vibration generator 12. The center of gravity 21 is preferably located in the effective plane 22.
  • the vibration generator 12 comprises unbalanced masses 23 which are arranged on rotary shafts 24.
  • Such a vibration generator 12 with reduced height is explained with reference to Figures 3-7.
  • four vertically aligned rotary shafts 24 arranged symmetrically with respect to a longitudinal vertical plane of symmetry 25 and a transverse vertical plane of symmetry 26.
  • the front two rotation shafts 24 form a first group, with the left rotation shaft 24 being directly connected to a rotation drive 27 arranged above it.
  • the right rotation shaft 24 is coupled to the left rotation shaft 24 via gears.
  • the right rotation shaft 24 is connected to its own rotation drive 27.
  • the resulting dynamic impact force Fs determines the compaction energy introduced and significantly influences the lowering of the track 2.
  • the rotation drives 27 of the two groups are connected to a common control device 28. Various drive modes are set up in this control device 28. This means that the two groups can be driven at different speeds and directions of rotation, which result in different resulting dynamic impact forces Fs.
  • a clamp mechanism 29 for adjusting the respective pressure roller 16 is arranged on both side frames 19, 20, between the front and rear flange rollers 15, a clamp mechanism 29 for adjusting the respective pressure roller 16 is arranged.
  • the respective clamp mechanism 29 comprises a double rocker and two hydraulic cylinders 30, which are arranged symmetrically to the transverse vertical axis of symmetry 26. Extending the piston rods causes the pressure rollers 18 to be pressed against the outer sides of the rails 6.
  • the flanged rollers 15 In order for the stabilization unit 11 to be clamped onto the track grid 4 without play, the flanged rollers 15 must also be pressed against the rails 6 from the inside.
  • no conventional spreading axle is used for this, because elements of such a spreading axle would also have to be arranged or mounted on the middle part 18. Instead, only one of the side frames 20 is provided with flanged rollers 15 that can be adjusted in the axial direction 31.
  • the two flanged rollers 15 of the second side frame 20 are each mounted on a shaft 32 so that they can rotate and move, as shown in Figures 6 and 7.
  • One end of the respective shaft 32 is mounted directly on the side frame 20 and the other end is supported on a bracket 33 of the side frame 20. The load is transferred to the associated rail 6 via this robust bearing.
  • a pivot lever 34 is arranged, which is connected on the one hand to the side frame 20 and on the other hand to an actuator 35 (e.g. pneumatic or hydraulic cylinder).
  • the actuator 35 is tiltably mounted on the same side frame 20.
  • the pivot lever 34 has a positive coupling with a bushing 37 guided on the shaft 32.
  • the pivot lever 34 pushes the bushing 37 and the flanged roller 15 mounted on it outwards. In this way, the flanged rollers 15 are pressed against the inside of the rails 6 without play.
  • FIG. 8 to 12 show a further embodiment of the middle part 18.
  • a housing 38 comprises opposing connection surfaces 39 for connecting to the side frames 19, 20.
  • four vertically aligned rotary shafts 24 are mounted in a base 40 and in a cover 41 of the housing 38.
  • an oil pan 42 is arranged in the housing. When the rotary shafts 24 are stationary, the oil pan 42 is filled with oil up to a filling level. The unbalanced masses 23 are partially arranged below this filling level so that they are immersed in the oil bath. [37] During operation, the unbalanced masses 23 transport oil from the oil pan 42 upwards and outwards into adjacent collecting pans 43.
  • a scoop-shaped extension 44 with inclined surfaces is arranged in the lower area of the respective unbalanced mass 23.
  • a corresponding scoop-shaped extension 44 is shown in Fig. 12. Oil flows back into the oil pan 42 via passages in the bottom 40 of the housing 38, so that circulating lubrication is formed during operation.
  • two rotary drives 27 are arranged, the vertical axes 45 of which lie in the longitudinal plane of symmetry 25 and are arranged symmetrically to the transverse plane of symmetry 26.
  • a drive shaft 46 of the respective rotary drive 27 is coupled to the two nearest rotary shafts 24 via gears.
  • all rotary shafts 24 are coupled to one another via gears, so that a clear position or phase position of the unbalanced masses 23 relative to one another is achieved via these gear elements 47. This eliminates the need for synchronous control of the two rotary drives 27.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Road Paving Machines (AREA)

Abstract

L'invention concerne un ensemble de stabilisation (11) pour stabiliser une voie (2), comprenant un générateur de vibrations (12) et des rouleaux de montage (15, 16) pour transmettre des vibrations (14) générées au moyen du générateur de vibrations (12) à une grille de voie (4), qui est constituée de traverses (5) et de rails (6) fixés sur celle-ci, de la voie (2) qui doit être stabilisée. Dans ledit ensemble de stabilisation, des rouleaux d'assemblage (15, 16) attribués à un rail gauche (6) de la voie (2) sont disposés sur un premier cadre latéral (19), et des rouleaux d'assemblage (15, 16) attribués à un rail droit (6) de la voie (2) sont disposés sur un second cadre latéral (20), les deux cadres latéraux (19, 20) étant reliés par une partie centrale autoportante (18) qui comprend le générateur de vibrations (12). Un centre de gravité inférieur (21) de l'ensemble de stabilisation (11) dans son ensemble est ainsi obtenu.
PCT/EP2023/081673 2022-11-22 2023-11-14 Ensemble de stabilisation pour stabiliser une voie WO2024110244A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT508812022 2022-11-22
ATA50881/2022 2022-11-22

Publications (1)

Publication Number Publication Date
WO2024110244A1 true WO2024110244A1 (fr) 2024-05-30

Family

ID=88837518

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2023/081673 WO2024110244A1 (fr) 2022-11-22 2023-11-14 Ensemble de stabilisation pour stabiliser une voie

Country Status (2)

Country Link
AT (1) AT18205U1 (fr)
WO (1) WO2024110244A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3931366A1 (de) * 1989-09-20 1991-03-28 Anlagentech Baumasch Ind Vibrator bestehend aus aufhaengung und erregerzelle
EP0887464A1 (fr) * 1997-06-27 1998-12-30 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Machine pour le compactage et le profilage d'un lit de ballast d'une voie ferrée
CN102486018A (zh) * 2010-12-03 2012-06-06 襄樊金鹰轨道车辆有限责任公司 一种轨道稳定装置
US9982396B2 (en) * 2014-01-30 2018-05-29 Hp3 Real Gmbh Apparatus for compacting the ballast bed of a track
WO2019158288A1 (fr) * 2018-02-13 2019-08-22 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Machine pour la stabilisation d'une voie ferrée
WO2020083599A1 (fr) * 2018-10-24 2020-04-30 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Procédé et dispositif pour stabiliser une voie ferrée

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102899992B (zh) * 2011-07-29 2015-09-23 常州市瑞泰工程机械有限公司 轨道稳定机械
CN204769468U (zh) * 2015-06-26 2015-11-18 武汉金路得科技有限公司 一种3x型直线振动结构
AT518024B1 (de) * 2015-11-18 2018-04-15 Hp3 Real Gmbh Gleisfahrbare Gleisverdichtmaschine
CN106592349B (zh) * 2016-12-13 2018-09-21 常州市瑞泰工程机械有限公司 激振力可调的激振部件和采用该部件的稳定装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3931366A1 (de) * 1989-09-20 1991-03-28 Anlagentech Baumasch Ind Vibrator bestehend aus aufhaengung und erregerzelle
EP0887464A1 (fr) * 1997-06-27 1998-12-30 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Machine pour le compactage et le profilage d'un lit de ballast d'une voie ferrée
CN102486018A (zh) * 2010-12-03 2012-06-06 襄樊金鹰轨道车辆有限责任公司 一种轨道稳定装置
US9982396B2 (en) * 2014-01-30 2018-05-29 Hp3 Real Gmbh Apparatus for compacting the ballast bed of a track
WO2019158288A1 (fr) * 2018-02-13 2019-08-22 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Machine pour la stabilisation d'une voie ferrée
AT16604U1 (de) 2018-02-13 2020-02-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Maschine zum Stabilisieren eines Gleises
WO2020083599A1 (fr) * 2018-10-24 2020-04-30 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Procédé et dispositif pour stabiliser une voie ferrée

Also Published As

Publication number Publication date
AT18205U1 (de) 2024-05-15

Similar Documents

Publication Publication Date Title
EP2740846B1 (fr) Machine de compactage
DE3709112C1 (de) Ruettelvorrichtung fuer eine Betonsteinformmaschine
EP3092341B1 (fr) Bandage de compactage du sol, rouleau compresseur avec un tel bandage de compactage du sol et procédé de compactage du sol
DE2442367A1 (de) Hydraulisch angetriebener vibrator
EP3862487B1 (fr) Plaque vibrante pourvue d'entraînement électrique
EP0499018B1 (fr) Machine de nettoyage
WO2008000535A1 (fr) Dispositif pour générer des vibrations
DE812676C (de) Strassenwalze
WO2024110244A1 (fr) Ensemble de stabilisation pour stabiliser une voie
EP4031712B1 (fr) Machine et procédé de stabilisation de voie
EP2380700A2 (fr) Rectifieuse à portique
EP2242590B1 (fr) Excitateur à balourds comprenant un ou plusieurs balourds rotatifs
AT520267A1 (de) Stopfaggregat zum Unterstopfen von Schwellen eines Gleises
EP1534439B1 (fr) Oscillateur destine a des engins de compactage du sol
EP2781269A1 (fr) Générateur de vibrations, notamment pour une machine de construction
EP1212148B1 (fr) Generateurs de vibrations pour appareils de compactage du sol
DE2802648C2 (de) In der Marschrichtung umsteuerbare Rüttelplatte
DE2340615C2 (de) Schleifvorrichtung zum Schleifen von Wellungen auf Schienen
AT519712A1 (de) Stopfaggregat zum Unterstopfen von Schwellen eines Gleises
EP4176131B1 (fr) Machine et procédé utilisant un ensemble de bourrage
EP3653789A1 (fr) Procédé et unité de bourrage pour le bourrage d'une voie ferrée
DE9216239U1 (de) Vibrationssiebmaschine
AT18204U1 (de) Stabilisationsaggregat, Schienenfahrzeug und Verfahren zum Stabilisieren eines Gleises
EP1930505A1 (fr) Compacteur à plaque
DE102022110562B4 (de) Bodenverdichtungsvorrichtung