EP3073012A1 - Eisenbahnwartungsmaschine zur gleisnivellierung und -ausrichtung mit fähigkeit zum betrieb ohne unterbrechungen bei der fahrt auf geraden schienen und zum betrieb auf gleisweichen mit verstopfung des abzweigenden gleises - Google Patents

Eisenbahnwartungsmaschine zur gleisnivellierung und -ausrichtung mit fähigkeit zum betrieb ohne unterbrechungen bei der fahrt auf geraden schienen und zum betrieb auf gleisweichen mit verstopfung des abzweigenden gleises Download PDF

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Publication number
EP3073012A1
EP3073012A1 EP16382116.8A EP16382116A EP3073012A1 EP 3073012 A1 EP3073012 A1 EP 3073012A1 EP 16382116 A EP16382116 A EP 16382116A EP 3073012 A1 EP3073012 A1 EP 3073012A1
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EP
European Patent Office
Prior art keywords
track
trolley
lifting
slewing
tamping
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.)
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Application number
EP16382116.8A
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English (en)
French (fr)
Inventor
Jose Antonio IBAÑEZ LATORRE
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Individual
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Individual
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Publication date
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Publication of EP3073012A1 publication Critical patent/EP3073012A1/de
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    • 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
    • E01B27/13—Packing sleepers, with or without concurrent work on the track
    • E01B27/16—Sleeper-tamping machines
    • E01B27/17—Sleeper-tamping machines combined with means for lifting, levelling or slewing the track
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/04—Lifting or levelling of tracks

Definitions

  • the invention belongs to the technical sector of railway maintenance and construction. More specifically, with regard to levelling, alignment and tamping machines and specifically to those machines which have the capacity to operate in a continuous manner, that is to say without halting at the sleeper which is being worked upon. In addition, the invention has the capacity to work on turnouts, with different work elements with regard to those machines which can only work on straight tracks.
  • patent application ES-0480490 reveals a device for lifting and/or aligning the track laterally, especially in areas with points, crossings or similar, which is equipped in each case with a lifting tool, especially a lifting hook, which are developed to be adjustable through the use of actuators which are actuated by force so that they attack under the rail head or foot.
  • the currently existing tamping units are characterised by delivering a closing force to the tines which penetrate the ballast banks and ballast the sleepers by causing the stones to flow under the sleepers.
  • This force has a fixed component, exercised by a hydraulic cylinder, and an oscillating component.
  • the most typical solution for generating this vibrating force is the use of an axle with eccentric geometry, which is made to turn at particular rates of revolution in order to achieve the desired frequency.
  • Other solutions also exist, such as that presented in patent ES-2027048-B1 , in which this oscillating force is achieved through the action of a system formed in essence by a hydraulic actuator powered by power-discharge distribution valves which are controlled in cyclical sequence by one or more distributing means.
  • tamping units Another characteristic of the tamping units is the manner in which the opening of the tines is adapted to differentiate the operations carried out in areas where the rail rests on double sleepers, instead of single sleepers which is the most common.
  • the machines usually limit the course of the hydraulic cylinder which carries out the opening and closing of the tines.
  • This limitation usually takes the form of a metallic body articulated over the sleeve of the cylinder for opening and closing tines. This body limits the course of the piston rod in operations on single sleepers.
  • a secondary cylinder removes the articulated body, allowing the piston rod to run its maximum course.
  • US-6401623-B2 a system is disclosed which eliminates this mechanical-hydraulic system by hydraulically limiting the volume of oil which enters the cylinder's chamber in the case of tamping single sleepers.
  • the invention at hand provides a railway maintenance machine for track levelling and alignment with the capacity to operate without interruptions in its advance on straight tracks, to operate on track turnouts and with the capacity to tamp diverging tracks.
  • the machine of the invention is comprises, and is characterised by, a lifting and slewing unit with a power system at its front end and another power system at the rear end of said unit, where the lifting and slewing unit comprises a lifting trolley (21) with two pairs of hydraulic cylinders (27A and 27B) arranged so that they exert a vertical force to lift the track and a slewing trolley (20) with two pairs of hydraulic cylinders (28A and 28B) arranged so that they exert a horizontal force to modify the lateral position of the track, where the aforementioned power system at the front end exerts force to carry out 80% of the levelling and alignment needed by the track and where said power system at the rear end exerts force to carry out the rest of the levelling and alignment needed by the track in order to reach its definitive position, and where said lifting trolley (21) and said slewing trolley (20) transmit the vertical and horizontal forces to the track independently and where the slewing trolley (20) is supported on and rolls along the track and has four hydraulic cylinder
  • the invention relates to a machine capable of moving along a railway track with a series of work units.
  • the first work unit is that called the lifting and slewing unit, which is capable of manipulating the track in order to bring it into the desired position.
  • the machine has four tamping units with the capacity to ballast the track into the new position.
  • the electronic systems and equipment needed to carry out the track measurement and to control the aforementioned work units are similar to those used in the current state of the art, and so are beyond the scope of this description.
  • the lifting and slewing units and the tamping units move longitudinally with regard to the machine's main frame through the use of cylinders.
  • the invention comprises the lifting and slewing unit, such that it is made up of two independent bodies joined together by connecting rods that enable a vertical movement of some 100 mm.
  • the first body transmits the slewing force to the track. It rests on the track as it works thanks to two axles with their corresponding wheels. Supported on this trolley, through the use of two rods and four cylinders, is the lifting device, which uses four pairs of rollers that are able to fix themselves vertically to the railhead. It also has two hooks able to hold on to the rail under the rail's foot in order to be able to work on turnouts. Each of the hooks moves along each side of the machine actuated by hydraulic actuators.
  • the lifting and slewing force is carried out through the use of a power system formed by various hydraulic cylinders. These cylinders have fixed fasteners that pivot on the frame so that they can adapt to any trolley position. Thus the power system which enables the work on the track is doubled.
  • Each system is composed of a pair of lifting cylinders parallel to each other and two slewing cylinders which attack at an angle with regard to the unit.
  • double pistons are used so that when one wishes to move the track to one side, the force of the cylinder pushing the trolley is equal to that of the one pulling the trolley. Due to the geometric configuration, the transversal components of the force executed by each cylinder are added together, while the vertical components cancel each other out.
  • the slewing cylinders are situated in such a way that the front pair are on a perpendicular plane with regard to the track when the trolley is in its furthest forward position, while when the trolley is in its furthest backward position, it is the rear pair of cylinders which assume this position.
  • the first power system which is situated at the front of the unit, carries out 80% of the modification required to bring the track into its final position.
  • the second system which is situated at the rear of the unit, brings the track into its definitive position.
  • the tamping units move longitudinally to the machine's frame, guided by columns that are parallel to the track axis.
  • the machine's electronic system operates the cylinder's control servo valve, which controls this movement so that the tamping unit remains fixed with regard to the sleeper(s) being tamped.
  • the aforementioned transversal columns which enable the longitudinal movement, are mounted on a subframe, which is supported on two rows of rollers which are fixed to the frame of the machine. These rollers are arranged in such a way that they allow the subframe to move between 700 and 900 mm towards the exterior of the machine.
  • each tamping unit has the capacity to rotate on its corresponding guiding column. The sum of this rotation and the transversal movement allow the diverging track to be tamped at some 2,500-3,000 mm from the central axis of the track.
  • the closing force transmitted to each tine-holder is carried out by a single hydraulic cylinder.
  • the cylinder is composed of three coplanar chambers.
  • the central chamber commands the vibratory force through a high-frequency servo valve, which is powered by a PLC with a square wave signal.
  • This wave is adjustable in amplitude and frequency in order to adapt the work of the machine to the characteristics of the ballast.
  • an oscillating movement is achieved of an amplitude which is variable between 2 and 6 mm, at frequencies of between 20 and 38 Hz, according to the total power one wishes to transmit to the ballast.
  • the length of the cylinder's sleeve has been calculated so that when it is in its lifted position the tine is positioned for work on double sleepers.
  • the two side chambers of the cylinder which face the opposite direction from the central chamber, transmit the constant closing force to the tine. These two chambers are powered by the same valve in order to guarantee the symmetry of the forces applied to the assembly.
  • a machine which is capable of moving along a railway track with a series of work units.
  • the first work unit is that called the lifting and slewing unit, capable of manipulating the track position in order to bring it into the desired position.
  • the power system used to achieve this is duplicated, both for alignment and levelling.
  • the first system positions the track at 80% of its final position and the second system brings the track into its definitive position. Both systems compensate between themselves the power variations they each have, the first system loses perpendicularity while the second gains perpendicularity due to the movement of the frame with regard to the lifting and slewing trolley.
  • the tamping units in independent elements, are responsible for ballasting the track.
  • the lifting and slewing trolley is composed of a slewing trolley (20) with two axles with wheels that rest on the track.
  • the lifting trolley (21) rests on this trolley by means of two rods (22) and four cylinders (23) and uses pairs of rollers, or hooks (25) in the case of turnouts, with the capacity to fix themselves vertically to the railhead (24) through the use of hydraulic actuations and to pull on it.
  • these rollers or hooks close and, through the use of the cylinders supported on the slewing trolley (23) they tauten in a vertical direction over the railhead.
  • the force required to lift the track is applied to the lifting trolley through the use of two pairs of cylinders arranged vertically (27A and 27B), with the capacity to pivot on a fixed point of the machine's frame.
  • it drags along with it the slewing trolley (20) over the other two pairs of cylinders (28A and 28B), also pivoting on the machine frame, which modify the lateral position of the track.
  • the unit is connected to the frame of the machine by the use of cylinders (29) which enable the aforesaid movement.
  • the two pairs of lifting cylinders (27A and 27B) are arranged so that their axles remain parallel throughout the work process. This process begins with the cylinders inclined at an angle of 10o to the longitudinal vertical plane of the machine, as can be observed in figure 4 , and it ends when they are at an angle of 0o, as shown in figure 3 .
  • the servo valves that actuate upon the cylinders supply the amount of oil necessary to recover the loss of the cylinders' course depending upon the angle of inclination at which it is positioned and the value of lifting desired, always consisting of positive upwards work.
  • the two pairs of slewing cylinders (28A and 28B) are arranged so that at the beginning of the process, in the furthest forward position of the slewing trolley with regard to the frame of the machine, as can be seen in figure 4 , the two cylinders which are over the front axle are vertical on the vertical longitudinal plane of the machine and those of the rear axle are at an angle of 10o.
  • the front-axle cylinders lose verticality and the rear axle cylinders gain it until they reach verticality, as can be seen in figure 3 .
  • the servo valves which command the cylinders only need to supply the oil to correct the errors in the track, as the differences in the magnitude of the cylinders according to where the slewing trolley is situated with regard to the frame are compensated. That is to say, the front-axle cylinders gain magnitude and the rear-axle cylinders lose it in the same proportion.
  • the tamping units are responsible for ballasting the track positioned by the lifting and slewing units, introducing ballast beneath the sleepers.
  • the layout of a tamping unit can be seen in figures 5 to 9 .
  • the machine has four units (12), arranged in pairs on a common trolley (2), each one operating on one rail of the track, as can be seen in figure 7 .
  • Each trolley has two longitudinal columns, parallel to each other (9) and fixed by elastic couplings (8).
  • a central body, referred to as the shuttle (13) is assembled, which has two through-holes arranged so that it can move longitudinally along the columns (9), remaining fixed in the other directions.
  • This shuttle (13) has in turn another two pairs of axles, coaxial in pairs.
  • axles (14) Through the use of axles (14), each respective unit is assembled (12) and they operate separately on the inner and outer portions of the track. In this configuration, the shuttle (13) and the two tamping units (12) move together, only allowing rotation with regard to the fixing axle (14).
  • Each trolley also has the possibility of moving independently to either side in a transversal direction in order to be able to reach and tamp the diverging track in turnouts, as can be seen in figure 8 .
  • Each trolley (2) is supported at its front and rear ends by rows of 14 aligned rollers (1), which are fixed to the frame of the machine along its transversal direction.
  • a pair of hydraulic cylinders (3) allows a movement of 850 mm, of which 150 mm are in an inwards direction in order to compensate the sag of the tighter curves.
  • the trolleys are guided at their side with anti-wear plates, the position of which can be adjusted (4).
  • a brake shoe (5) articulated to the frame by a set of rods (6) transmits a descending vertical force carried out by the corresponding brake cylinders (7).
  • the force of friction eliminates the play in the system, prevents the trolleys from moving sideways when the unit is working, and also relieves the rollers (1) from part of the ascending vertical force generated by the tamping units (12) whilst working.
  • each tamping unit (12) has the capacity to rotate 20o with regard to the shuttle (13) on the axle (14) from which it hangs. This movement is controlled by the hydraulic cylinder (11).
  • Each tamping unit is composed principally of a main body, referred to as the chassis (15), which can rise and descend to the working position, guided by a pair of fixed columns (16), through the action of the chassis-lowering cylinder (17).
  • a total of four vibration cylinders (18) are controlled by their corresponding high-frequency electro valve (32).
  • the action of each of the cylinders opens and closes its associated tine-holder (19), with the capacity to rotate in its central part on the chassis.
  • Each cylinder has a central rod (30). As this rod is opened or lifted (30) the opening of the tine-holder (19) adapts to work on single or double sleepers.
  • the central rod (30) vibrates with regard to the selected position as is required in each phase of the work.
  • this rod remains fixed in order to minimise the wear to wearing parts, and it only vibrates during the penetration of the tine into the stones and the closing of the tines.
  • the vibration adapts to the characteristics which are optimal for each of these phases. In this way, when the tines reach the height of the ballast during the lowering of the chassis, the vibration begins at 25 Hz and an amplitude of 5.6 mm to favour the penetration into the stones. When the unit reaches closing position, the vibration adjusts to 35 Hz and 3.5 mm in order to help the ballast shift under the sleeper which is being worked upon.
  • Another pair of rods (31), fixed to the chassis (15) transmits a constant tine-closing force to the system during the closing of the tines.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP16382116.8A 2015-03-18 2016-03-15 Eisenbahnwartungsmaschine zur gleisnivellierung und -ausrichtung mit fähigkeit zum betrieb ohne unterbrechungen bei der fahrt auf geraden schienen und zum betrieb auf gleisweichen mit verstopfung des abzweigenden gleises Withdrawn EP3073012A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ES201530363A ES2583373B1 (es) 2015-03-18 2015-03-18 Máquina de mantenimiento de vía férrea para nivelación y alineación de vía, con capacidad de operar sin interrupciones en su avance en vía corrida y operar en cambios de vía bateando la vía desviada.

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EP3073012A1 true EP3073012A1 (de) 2016-09-28

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EP16382116.8A Withdrawn EP3073012A1 (de) 2015-03-18 2016-03-15 Eisenbahnwartungsmaschine zur gleisnivellierung und -ausrichtung mit fähigkeit zum betrieb ohne unterbrechungen bei der fahrt auf geraden schienen und zum betrieb auf gleisweichen mit verstopfung des abzweigenden gleises

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US (1) US20160273171A1 (de)
EP (1) EP3073012A1 (de)
ES (1) ES2583373B1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3556478A1 (de) * 2018-04-17 2019-10-23 Robert Bosch GmbH Vibrationsantreiben mit einem mehrflächenzylinder
AT526337A4 (de) * 2022-12-09 2024-02-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Stopfmaschine zum Unterstopfen von Schwellen eines Gleises

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT521008B1 (de) * 2018-03-02 2020-02-15 Hp3 Real Gmbh Stopfaggregat für eine Gleisstopfmaschine
CN109386509B (zh) * 2018-11-27 2020-05-19 中国葛洲坝集团第二工程有限公司 台车行进液压牵引***
US11408131B2 (en) 2019-04-25 2022-08-09 Herzog Railroad Services, Inc. Track-lifting and ballast-spreading apparatus
CN114086438B (zh) * 2021-12-01 2024-01-30 中国建筑第五工程局有限公司 一种隧道内轨道梁空间线形精调装备及其智能控制方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES480490A1 (es) 1978-05-11 1980-01-16 Plasser Bahnbaumasch Franz Perfeccionamientos en maquinas bateadoras de vias moviles sobre ruedas.
ES2027048T3 (es) 1988-03-09 1992-05-16 So.Re.Ma. Operatrici Ferroviarie S.N.C. Di Cesare Rossanigo & C. Maquina bateadora mejorada, particularmente para balasto de vias ferreas.
EP0455179B1 (de) 1990-05-02 1994-02-02 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Gleisstopfmaschine mit in Gleisquerrichtung verstellbaren Stopfeinheiten
US6401623B2 (en) 2000-02-29 2002-06-11 Societe Des Anciens Establissements Lucien Geismer Railroad track ballast tamper
CN102061646B (zh) * 2010-10-26 2012-04-18 浙江大学 一种捣固装置的液压激振***
ES2397739B1 (es) 2011-11-25 2013-11-26 José Antonio IBÁÑEZ LATORRE Máquina y método de mantenimiento de vía ferrea para nivelación, alineación, compactación y estabilización de vía, con capacidad de operar sin interrupciones en su avance.

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AT335502B (de) * 1973-05-25 1977-03-10 Plasser Bahnbaumasch Franz Maschine und verfahren zum stopfen und nivellieren eines gleises
GB2201445B (en) * 1987-02-27 1991-01-02 Plasser Bahnbaumasch Franz A travelling track maintenance machine, more especially a tamping, lifting and lining machine for switches and crossings
AT387607B (de) * 1987-07-08 1989-02-27 Plasser Bahnbaumasch Franz Fahrbare gleisstopf-, hebe- und richtmaschine fuer den weichen- und kreuzungsbereich
ATE70325T1 (de) * 1988-05-18 1991-12-15 Plasser Bahnbaumasch Franz Maschine zum seiten-verschieben eines aus schienen und querschwellen bestehenden gleises.
EP0397956B1 (de) * 1989-05-18 1992-10-07 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Kontinuierlich verfahrbare Gleisstopfmaschine mit Pfluganordnung
DE59302892D1 (de) * 1992-08-12 1996-07-18 Plasser Bahnbaumasch Franz Gleisstopfmaschine zum Unterstopfen von Weichen und Kreuzungen eines Gleises
AT402308B (de) * 1993-01-27 1997-04-25 Plasser Bahnbaumasch Franz Stopfmaschine
CH702964A2 (fr) * 2010-04-14 2011-10-14 Dreco Sa Pince de nivellement/dressage pour bourreuses-niveleuses-dresseuses de voies ferrées.

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES480490A1 (es) 1978-05-11 1980-01-16 Plasser Bahnbaumasch Franz Perfeccionamientos en maquinas bateadoras de vias moviles sobre ruedas.
ES2027048T3 (es) 1988-03-09 1992-05-16 So.Re.Ma. Operatrici Ferroviarie S.N.C. Di Cesare Rossanigo & C. Maquina bateadora mejorada, particularmente para balasto de vias ferreas.
EP0455179B1 (de) 1990-05-02 1994-02-02 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Gleisstopfmaschine mit in Gleisquerrichtung verstellbaren Stopfeinheiten
US6401623B2 (en) 2000-02-29 2002-06-11 Societe Des Anciens Establissements Lucien Geismer Railroad track ballast tamper
CN102061646B (zh) * 2010-10-26 2012-04-18 浙江大学 一种捣固装置的液压激振***
ES2397739B1 (es) 2011-11-25 2013-11-26 José Antonio IBÁÑEZ LATORRE Máquina y método de mantenimiento de vía ferrea para nivelación, alineación, compactación y estabilización de vía, con capacidad de operar sin interrupciones en su avance.
EP2784219A1 (de) * 2011-11-25 2014-10-01 Ibañez Latorre, Jose Antonio Maschine und verfahren zur instandhaltung, begradigung, verdichtung und stabilisierung von eisenbahnschienen ohne unterbrechung von deren nutzung zur vorwärtsbewegung

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3556478A1 (de) * 2018-04-17 2019-10-23 Robert Bosch GmbH Vibrationsantreiben mit einem mehrflächenzylinder
AT526337A4 (de) * 2022-12-09 2024-02-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Stopfmaschine zum Unterstopfen von Schwellen eines Gleises
AT526337B1 (de) * 2022-12-09 2024-02-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Stopfmaschine zum Unterstopfen von Schwellen eines Gleises

Also Published As

Publication number Publication date
ES2583373B1 (es) 2017-06-15
US20160273171A1 (en) 2016-09-22
ES2583373A2 (es) 2016-09-20
ES2583373R1 (es) 2016-11-10

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