• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for compacting a track ballast bed (5) by means of a tamping unit (7) comprising two opposing stuffing tools (8), which are subjected to vibrations in a stuffing process (9) and lowered into the track ballast bed (5) a Beistellbewegung (18) are moved towards each other. In this case, by means of the tamping unit (7) arranged sensors (20, 22, 24) at least for a stuffing tool (8) during a vibration cycle (29) a course (28) of a stuffing tool (8) acting force (21) over one of At least one parameter (31-40) is derived from it, by means of which an assessment of the stuffing process (9) and / or a condition of the track ballast bed (5) takes place. In this way, the tamping unit (7) is used during a surgical operation as a measuring apparatus.
    公开号:AT520056A1
    申请号:T223/2017
    申请日:2017-05-29
    公开日:2018-12-15
    发明作者:
    申请人:Plasser & Theurer Export Von Bahnbaumaschinen Gmbh；
    IPC主号:
    专利说明:

    description
    Method and device for compacting a track ballast bed
    TECHNICAL FIELD The invention relates to a method for compacting a track ballast bed by means of a tamping unit, which comprises two opposing tamping tools which, during a tamping process, are vibrated into the track ballast bed and moved towards one another with an additional movement. In addition, the invention relates to a device for performing the method.
    PRIOR ART [02] Railway lines with ballast track require regular correction of the track position, track tamping machines or switch tamping machines or universal tamping machines being used as a rule. Such machines which can be moved cyclically or continuously on the track usually comprise a measuring system, a lifting / straightening unit and a tamping unit. The track is raised to a predetermined position by means of the lifting / straightening unit. To fix this new position, track ballast is tamped from both sides under a respective threshold of the track and compacted using tamping tools on the tamping unit.
    [03] Depending on the condition of the track ballast (new position, the beginning of the service life, the end of the service life) or depending on the rate of deterioration, a corresponding overcorrection of the track position is appropriate so that the track will assume the desired final position by subsequent settlement. If necessary, this is set by stabilization using a dynamic track stabilizer and in any case by the subsequent normal load on train traffic.
    [04] Various designs are known for tamping units for tamping sleepers on a track. For example, AT 350 097 B discloses a tamping unit in which hydraulic auxiliary drives for transmitting vibrations are articulated to a rotating eccentric shaft. AT 339 358 B describes a tamping unit with hydraulic drives, which in a combined function serve as auxiliary drives and as vibration generators.
    [05] AT 515 801 A4 describes a method for compressing a
    Track ballast bed by means of a tamping unit, whereby a quality figure for a ballast bed hardness is to be shown. For this purpose, an auxiliary force of an auxiliary cylinder is recorded as a function of an auxiliary path and a code number is defined based on the energy consumption derived therefrom. However, this indicator has little meaning, because a not negligible proportion of energy that is lost in the system is not taken into account. In addition, the total energy actually introduced into the ballast during a tamping process would not allow a reliable assessment of a ballast bed condition.
    Summary of the invention [06] The object of the invention is for a method and a
    Device of the type mentioned to provide an improvement over the prior art.
    [07] According to the invention, this object is achieved by a method according to
    Claim 1 and a device according to claim 13. Dependent claims indicate advantageous embodiments of the invention.
    The method is characterized in that, by means of sensors arranged on the tamping unit, at least for one tamping tool, a course of a force acting on the tamping tool is recorded over a path covered by the tamping tool and that at least one parameter is derived from it by means of which an assessment of the tamping process and / or the condition of the track ballast bed is made. In this way, the tamping unit is used as a measuring device during operational use in order to record a force-displacement curve (working diagram) of the tamping tool and to derive a meaningful parameter from this.
    [09] Specifically, the work process of compacting serves as a measurement procedure to determine the load-deformation behavior of the track ballast and its changes
    To determine location. Through an analysis of the measured variables in real time and the formation of at least one parameter, the track ballast quality and compaction can already be assessed online during the compaction process. Subsequently, process parameters of the compaction and the corrected track position can be continuously adjusted to it. For example, a default value for an over-correction of the track position can be derived from the evaluation of the ballast bed quality.
    [10] It is also advantageous if the parameter is specified as a parameter for controlling the tamping unit. The automated adjustment of the tamping process thus achieved allows a quick reaction to a changing quality of the ballast bed. For example, several add-on operations can take place automatically until a predetermined degree of ballast compaction is reached.
    An advantageous embodiment of the invention provides that a maximum force acting on the tamping tool during the oscillation cycle is derived as a first parameter for evaluating a ballast state or a compression state of the ballast bed. This first parameter takes into account that the track ballast can only counter the tamping tool with a limited force (reaction force). The maximum force depends on which phase of the tamping process the examined vibration cycle is on the one hand and on the other hand on the ballast condition. The first parameter is therefore a meaningful indicator both for the gravel condition (new gravel offers higher resistance) and for the compaction condition (increase in the course of the compaction).
    [12] In a useful further development, a vibration amplitude occurring during the vibration cycle is derived from the force-displacement curve as a second parameter for evaluating a state of compaction of the ballast bed. To determine the amplitude, reversal points of the dynamic tamping tool movement can be determined in absolute coordinates and / or relative coordinates (dynamic vibration path). It is taken into account that both the
    The side movement as well as the dynamic tamping tool movement are not exclusively controlled due to the design.
    It is also advantageous if, in order to evaluate a ballast state of the ballast bed for the vibration cycle, a contact between the tamping tool and ballast and a loss of contact between the tamping tool and ballast is determined and if a third parameter is derived from this. In an auxiliary phase, there is a pronounced asymmetrical loading of the tamping tool, with the auxiliary movement moving the ballast in the direction of the threshold to be tamped. The location of one
    The contact entry point and the location of a contact loss point depend on the condition of the ballast. In the force-displacement curve, a section with contact and a section without contact are good indicators of the track ballast quality.
    [14] A further advantageous evaluation of the force-displacement curve provides that an inclination of the curve is derived as a fourth parameter during a loading phase of the tamping tool. This inclination of the work line in the load branch of the work diagram provides information about the load-bearing capacity of the track ballast as load rigidity. It increases in the course of the ballast compaction and is considered
    Proof of compaction used.
    [15] Advantageously, an inclination of the course during a relief phase of the tamping tool is derived as a fifth parameter for evaluating the ballast condition. This inclination of the work line in the relief branch of the work diagram is to be regarded as a relief stiffness. New ballast exhibits partially elastic behavior when unloaded and springs back with the tamping tool when it moves backwards until loss of contact. Old gravel, on the other hand, reacts hardly elastically. Therefore, the relief stiffness is a good indicator of the ballast condition.
    [16] To determine a degree of utilization, it is advantageous if a deformation work performed by means of the tamping tool is derived as a sixth parameter from the recorded course. This
    Deformation work corresponds to the area enclosed by the working line. It is the part of the work of the tamping unit drive which is transferred to the track ballast in order to cause compaction, displacement, flow of the ballast, etc. With this sixth parameter, the efficiency of the track plug can be optimized in a simple manner.
    A further improvement provides that an overall tendency of the course is derived as a seventh parameter for determining an overall stiffness of the ballast bed. In a phase of penetration into the track ballast, the tamping tool works in both directions, as it also applies dynamic forces to the back of the ground due to the lack of additional movement. The bilateral mode of action makes the physical meaning of the loading and unloading stiffness obsolete and the overall stiffness is represented by the inclination of the working line.
    [18] It is advantageous if the total inclination is determined by linear regression of the recorded course, for example using the method of least square error.
    [19] In a development of the method according to the invention, the course of the force acting on the tamping tool over the path covered by the tamping tool is recorded for several oscillation cycles of a tamping process, a value being determined for each of these oscillation cycles for each characteristic variable and using a course of these determined characteristic values or an evaluation process is carried out by means of several characteristic value curves. Depending on the parameter used, it is easy to draw conclusions about the condition of the ballast and / or the state of compaction from the course of the characteristic value.
    [20] It is also advantageous if several auxiliary processes are carried out at one track location, with a value for one oscillation cycle per characteristic variable for each characteristic variable or a characteristic value curve for several oscillation cycles for evaluating a compression state of the ballast bed being determined, and if one is not reached, one given compression state, a further additional operation is carried out. The characteristic values or characteristic value curves show clear differences between the successive provision processes.
    [21] An additional development of the method provides that a characteristic value for one oscillation cycle or a characteristic value course for several oscillation cycles is determined for several tamping processes at different points along a track and that an evaluation of a spatial development of a compaction success and / or the condition is derived therefrom of the ballast bed. This superordinate course of the parameters over several tamping processes provides information about the homogeneity of the track, the ballast condition and the success of compaction.
    The device according to the invention for performing one of the aforementioned methods comprises a tamping unit with two opposing tamping tools, each of which is coupled via a swivel arm to an auxiliary drive and a vibration drive, sensors for detecting the at least one swivel arm and / or the associated tamping tool The course of the force acting on the tamping tool is arranged over the path covered by the tamping tool, measurement signals from the sensors being fed to an evaluation device and the evaluation device being set up to determine a parameter derived from the course.
    It is advantageous if at least one force measuring sensor is arranged in a stuffing tool holder. The force measuring sensor is thus protected against disturbing influences and measures the forces acting on the tamping tool with high accuracy. Bending of the tamping tool is compensated for in a simple manner. In addition, acceleration sensors or displacement sensors for detecting the tamping tool path are arranged.
    BRIEF DESCRIPTION OF THE DRAWINGS [24] The invention is explained below by way of example with reference to the accompanying figures. In a schematic representation:
    Fig. 1 tamping unit
    Fig. 2 tamping tool and swivel arm with sensors
    Fig. 3 force-displacement curve (working diagram) with new ballast
    Fig. 4 force-displacement curve for old ballast
    Fig. 5 force-displacement curve when penetrating into the ballast. Fig. 6 3D diagram of the force-displacement curves for several
    Vibration cycles with new ballast Fig. 7 3D diagram of the force-displacement curves for several
    Vibration cycles with old ballast Fig. 8 cut surfaces through the 3D diagram of FIG. 6
    9 sectional areas through the 3D diagram according to FIG. 7
    Fig. 10 curves of the maximum force with two additional processes Fig. 11 courses of the load rigidity with two additional processes Fig. 12 courses of the relief rigidity with two additional processes Fig. 13 courses of the positions of the contact entry point with two
    Beistellvorgängen
    Fig. 14 courses of the positions of the contact loss point at two
    Beistellvorgängen
    Fig. 15 Course of the maximum force with new ballast
    Fig. 16 Course of the load rigidity with new ballast
    Fig. 17 Course of the relief stiffness with new ballast
    Fig. 18 Course of the maximum force with old ballast
    Fig. 19 Course of the load stiffness with old ballast
    Fig. 20 course of the relief stiffness with old ballast
    Description of the embodiments [25] FIG. 1 shows a track 1 with one of sleepers 2, rails 3 and
    Fastening means 4 existing track grate, which is mounted on a ballast bed 5. A tamping unit 7 is positioned at a point 6 of the track 1 to be processed. This comprises two opposing tamping tools 8 (tamping pick) which surround the threshold 2 to be tamped during a tamping process 9. Four pairs of swivel arms, each with two pairs of tamping tools, are usually arranged along a threshold 2.
    [26] Each tamping tool is coupled via a swivel arm 10 to an auxiliary drive 11 and a vibration drive 12. Vibrations 13 are generated, for example, by means of a rotating eccentric shaft. An eccentric shaft housing including the rotary drive is fastened on a lowerable tool carrier 14 on which the two swivel arms 10 are also articulated. Alternatively, an oscillation drive 12 can also be arranged on the respective linkage. In such an arrangement (not shown), the tamping tools 8 move along elliptical paths.
    Each swivel arm 10 acts as a two-armed lever, the associated tamping tool 8 being fastened in a tamping tool holder 15 on a lower lever arm. An upper lever arm is coupled to the vibration drive 12 via the auxiliary drive 11 designed as a hydraulic cylinder.
    [28] When the track 1 is stuffed, the track grating 4 is first raised, as a result of which cavities 16 form under the sleepers 2. The tamping unit 7 is positioned at the point 6 to be machined above a threshold 2 and by means of the vibration drive 12, the tamping tools 8 are subjected to the vibrations 13. Specifically, the generated vibrations 13 cause the pliers 8, which can be moved in a pincer-shaped manner, to open and close quickly with a small amplitude (vibration). There is still no contact with ballast 17.
    The actual tamping process 9 is divided into several phases. In a first phase, the tool carrier 14 with the tamping tools 8 is lowered into threshold compartments located next to the threshold 2. The respective tamping tool 8 penetrates vertically into the ballast bed 5, the vibrations 13 or dynamic movements making it easier to displace the ballast 17.
    [30] During the lowering, an additional movement 18 begins in a second phase and the respective tamping tool 8 moves towards the threshold 2. The lowering ends at a defined penetration depth and the auxiliary movement 18 is continued. During the
    Additional movement 18 is stuffed under the threshold 2 by means of the tamping tools 8, ballast 17, compacted and, if necessary, laterally displaced. The additional movement 18, which is mainly used to transport the ballast, is still superimposed on the vibrations 13 (vibration at approx. 35 Hz). With this dynamic compression of the ballast 17, so-called ballast flow can also be caused.
    [31] Before the respective tamping tool 8 touches the threshold 2, a movement reversal begins in a third phase. The tool carrier 14 together with tamping tools 8 is moved upward and a restoring movement 19 (counter-moving movement) causes the tamping tools 8 located opposite one another to be in the form of pliers.
    [32] A force measuring sensor 20 is arranged in the tamping tool holder 15. Alternatively, sensors (strain gauges) can also be arranged on a shaft of a tamping tool 2 provided for the measurements. A horizontal contact force 21 to the ballast 17 is thus detected (FIG. 2). In addition, the swivel arms 10 are equipped with acceleration sensors 22 (depending on the type of machine, one or two acceleration sensors 22 are used per swivel arm 10). An absolute supply path 23 is measured by means of a distance measuring sensor 24 (e.g. laser sensor).
    Track tamping machines often have several tamping units 7. Then each of these units 7 is advantageously equipped with the sensors 20, 22, 24.
    [33] Measurement signals 25 detected by sensors 20, 22, 24 are fed to an evaluation device 26. This evaluation device 26 is set up to process the measurement signals 25 in order to detect a force acting on the tamping tool 2 under consideration over a path covered by the tamping tool. Specifically, the horizontal contact force 21 is determined over a vibration path 27 as a force-path curve 28 (working diagram).
    [34] In order to determine the dynamic vibration path 27, the vibration paths of the acceleration sensors 22 are first determined by double integration of the acceleration signals. The vibration path 27 at the free end of the tamping tool (pimple plate) is determined via the known geometric relationships.
    [35] Cutting forces (moments, normal force, lateral force) are determined on the basis of the force measurement on the shaft of the tamping tool 2. From this, the evaluation device 26 calculates the horizontal contact force 21. This contact force 21 corresponds to the reaction force of the ballast 17 to the displacement impressed on it. A bending of the tamping tool 2 can be easily compensated with the measured force. The determined inertial tool movements also compensate for the inertia force of the darning tool 2.
    The result of these sensor signal evaluations is the force-displacement curve 28 for the individual oscillation cycles 29 of an additional process. This relation between the tamping tool movement and the contact force 21 is subsequently used to evaluate the compression process and the condition of the ballast 17 or the ballast bed 5.
    [37] Exemplary force-displacement curves 28 for an oscillation cycle 29 are shown in FIGS. 3-5. The vibration path 27 is shown on an abscissa and the contact force 21 is shown on an ordinate. The force-path curve 28 itself is shown in the form of a working line 30. These working diagrams have distinctive features that allow a clear conclusion to be drawn about the conditions prevailing during the measurement. In particular, conclusions can be drawn about the respective work phase (lowering, providing or resetting), the state of compaction and the state of the ballast (new, freshly broken ballast or old, dirty, rounded ballast). Fig. 3 shows a working diagram for new ballast, which shows sharp edges and a high toothing. Fig. 4 shows a working diagram for old ballast with rounded edges, low toothing, high compression and a high proportion of fine particles.
    The distinguishing features (parameters) of the work diagrams allow an automatic division into condition categories such as new ballast, ballast with a short service life and ballast with an advanced or ending service life.
    [38] The distinguishing features that can be used as parameters are a maximum force 31, an oscillation amplitude 32, a front reversal point 33, a rear reversal point 34, a contact entry point 35
    Contact loss point 36, an inclination 37 of the working line 30 during a load phase (load rigidity), an inclination 38 of the work line 30 during a load phase (load rigidity), one
    Total inclination 39 of the work line and a work of deformation 40 as the area enclosed by the work line 30. To determine these parameters 31-40, the absolute auxiliary paths 23 can also be used instead of the relative vibration paths 27.
    [39] The work-integrated measurement and parameter determination and the evaluation of the ballast condition based thereon allows ongoing quality control and the optimization of the process parameters of the tamping process 9. The condition of the track ballast 17 can be assessed on the basis of the two extremes, the new ballast from a quarry and the old ballast at the end of its technical life. Depending on the quality of the ballast, load, environmental influences and subsoil conditions, the state of the ballast goes through all intermediate stages, whereby maintenance work can also be carried out to prepare or mix the ballast. Specifically, it can be determined that new ballast 17 is clean, has sharp edges and has a defined grain size distribution. Old gravel 17, on the other hand, is dirty, has rounded edges and has a different grain size distribution due to dirt, abrasion, grain fragmentation and fine particles from the subsoil.
    [40] In addition, the work-integrated determination of the ballast stiffness and the evaluation of the compaction state based on it allows ongoing quality control and the optimization of the process parameters of the tamping process 9. The compaction state of the track ballast 17 can be assessed on the basis of specific ballast properties. Loose gravel is loosely stored and has a large pore volume and low load-bearing capacity. Relatively large deformations occur during loads, which are mostly irreversible. The stiffness of such an uncompacted ballast is low. Compacted gravel, however, is stored tightly and has a small pore volume. Due to the compression, deformations are largely anticipated, which is why only minor deformations occur under load. These are predominantly elastic, i.e. reversible. Compacted crushed stone has great rigidity.
    [41] The defined parameters 31-40 of an oscillation cycle 29 characterize the tamping process 9 to such an extent that statements about the condition of the track ballast and the compaction process can be made in a simple manner. For this purpose, the parameters 31-40 or work diagrams are either displayed in an output device or compared with a predefined evaluation scheme. Individual parameters 31-40 can be specified as parameters for controlling the tamping unit 7. For this purpose, data are transferred from the evaluation device 26 to a machine control 41.
    [42] The following exemplary description of the relationships simplifies the interpretation of the force-displacement curves 28. Existing cross references are not dealt with in order to make them easier to understand. Rather, links between parameters 31-40 and assessable mechanisms with the most obvious correlations are emphasized.
    [43] The maximum force 31 is a good indicator of both the ballast condition and the compression condition. The vibration amplitude 32 is determined by the reversal points 33, 34 of the dynamic tamping tool movement. With increasing resistance of the ballast 17 there is a slight reduction in the vibration amplitude 32, which is why this second parameter is a good indicator of the state of compaction.
    [44] The contact entry point 35 and the contact loss point 36 separate a section in the KraftWeg course 28 with non-positive contact between the tamping tool 8 and ballast 17 from a section without contact. The working diagram shows that the tamping tool 8 strikes the ballast 17 in a forward movement, the contact force 21 rises to the maximum 31 and then drops again because the tamping tool 8 has reached the front reversal point 33 and begins to move backwards again. In this backward movement it loses contact with the ballast 17 pressed in the working direction and carries out the remaining backward movement with negligible force. Only after the change of direction at the rear turning point 34 does the tamping tool 8 move again in the working direction in order to come into contact again with the track ballast. FIGS. 3 and 4 clearly show that the position of the contact points 35, 36 depend on the state of the ballast. The position of the line of contact and the line of contact loss can therefore be used as indicators of the ballast quality.
    [45] The load rigidity of the track ballast 17 is the relationship between the force and the associated deformation. In the force-path curve 28, it presents itself as the inclination of the working line 30 in a load branch
    Load rigidity is an essential parameter for assessing the load-bearing capacity of the track ballast. It increases in the course of the ballast compaction and is used as proof of compaction.
    [46] The relief stiffness is shown as the inclination of the working line 30 in a relief phase. In FIG. 4, the contact force 21 decreases due to the reduction in the rate of deformation before the point of reversal 34, although the deformation is still increasing. Due to this inelastic behavior, old track ballast 17 has a low, often even negative, relief stiffness. This makes the relief stiffness suitable as an indicator of the ballast condition.
    [47] The area enclosed by the working line 30 corresponds to the deformation work 40. The deformation work W is calculated using the relative vibration travel xrei, the contact force F and a vibration cycle duration T.
    following formula:
    The efficiency of the track tamping can be optimized with this parameter by operating the tamping unit 7 in such a way that a maximum results for the deformation work 40.
    [48] FIG. 5 shows a working diagram in the phase of penetration, in which the stuffing tool 8 acts approximately symmetrically in both directions. The working line 30 resembles an oval. The resistance of the ballast 17 can be described by the stiffness, which is represented by the inclination of this oval. Specifically, the total slope 39 is the slope of a line 42
    which is determined by linear regression using the least square method.
    [49] In an advantageous embodiment of the invention, all parameters 31-40 are calculated for each oscillation cycle 29 and the course is evaluated over the entire provision process. In FIGS. 6 and 7, such courses are shown in a spatial diagram. An x-axis and a y-axis correspond to the abscissa and the ordinate in FIGS. 3-5. A provision time 43 (sequence of the oscillation cycles 29) is indicated on the third axis. 6 clearly shows, for example, that with new ballast 17 the maximum force 31 increases significantly with the additional time 43.
    [50] FIG. 8 shows the same measurement results as FIG. 6 and FIG. 9 shows the same measurement results as FIG. 7. However, the force curve is shown here as isolines 45 (isarithms) of the same force 21. The distance between these lines shows the inclination 37, 38 in the working diagram (e.g. load rigidity). The course and size characterize the compression process in new ballast 17 (FIG. 8) and old ballast 17 (FIG. 9). A line of the layers 46 of the contact entry points 35 and a line of the layers 47 of the contact loss points 36 are also shown here. For the respectively constant contact force 21, a different hatching is shown with increasing value. A corresponding legend is attached to Fig. 8.
    FIGS. 10-14 show characteristic value curves for a sequence of several oscillation cycles 29 with two additional processes at a point 6 on track 1. These are discrete curves of those characteristic values (values of the respective characteristic variable 31-40) that are associated with the respective oscillation cycle 29 are recorded. The characteristic curves for a first supply process 48 and a second supply process 49 are shown together in the respective diagram and each begin with the first oscillation cycle 29 of the respective supply process 48, 49. The comparison of the processes allows conclusions to be drawn about the compression of the ballast 17 and also serves as Decision criterion on how many tamping operations 9 are required per track location 6. The difference between the first and the second provision process 48, 49 is clearly recognizable and thus justifies the second process 49.
    15-20 show characteristic curves for a sequence of several tamping processes 9 or threshold positions at successive locations 6 along the track 1 (spatial development). The respective diagram again shows the characteristic values of two additional processes 47, 48 for each tamping process 9. These spatial profiles provide information about the homogeneity of the track 1, the ballast condition and the
    Compaction success.
    [53] Especially on tracks 1 with old ballast (Fig. 18-20) and unsolid sleepers, there are often significant and small-scale differences between the storage conditions of the individual sleepers 2. These conditions also affect the condition of the ballast 17 and create generally heterogeneous conditions. This can be reacted to during the execution of the tamping operations 9 by specifying changed parameters. However, the heterogeneity of the old track 1 remains. For this reason, the heterogeneity assessed on the basis of the characteristic curve shown serves as a criterion for specifying darning intervals.
    [54] An evaluation of the parameters 31-40 for a track section can therefore be used to estimate when a next working through (tamping) of this track section is necessary in order to maintain a satisfactory track position. This provides an indicator for a current classification in the life cycle of track 1. As the tamping intervals become increasingly shorter, track 1 is nearing the end of its service life and remedial measures must be taken. The present method therefore provides parameters 31-40, which are also suitable for comprehensive planning of track maintenance.
    权利要求:
    Claims (15)
    [1]
    claims
    1. Method for compacting a track ballast bed (5) by means of a tamping unit (7), which comprises two opposing tamping tools (8), which are subjected to vibrations (13) during a tamping process (9) and lowered into the track ballast bed (5) and with an additional movement (18) are moved towards one another, characterized in that by means of sensors (20, 22, 24) arranged on the tamping unit (7), at least for one tamping tool (8) during a vibration cycle (29), a course (28) of one on the tamping tool (8 ) acting force (21) over a path (23, 27) covered by the tamping tool (8) and that at least one parameter (31-40) is derived therefrom, by means of which an assessment of the tamping process (9) and / or a condition is derived the track ballast bed (5).
    [2]
    2. The method according to claim 1, characterized in that the parameter (31-40) is specified as a parameter for controlling the tamping unit (7).
    [3]
    3. The method according to claim 1 or 2, characterized in that for evaluating a ballast state or a compression state of the ballast bed (5) as a first parameter, a maximum force (31) acting on the tamping tool (8) during the oscillation cycle (29) is derived.
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that a vibration amplitude (32) occurring during the vibration cycle (29) is derived as a second parameter for evaluating a state of compaction of the ballast bed (5).
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that for evaluating a ballast state of the ballast bed (5) for the oscillation cycle (29), an entry of contact between the tamping tool (8) and ballast (17) and a loss of contact between the tamping tool (8) and crushed stone (17) is determined and that a third parameter is derived therefrom.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that to evaluate a load capacity of the ballast bed (5) as a fourth parameter, an inclination (37) of the course (28) is derived during a loading phase of the tamping tool (8).
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that for evaluating a ballast state of the ballast bed (5) as a fifth parameter, an inclination (38) of the course (28) is derived during a relief phase of the tamping tool (8).
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that to determine a degree of utilization from the recorded course (28) as a sixth parameter, a deformation work (40) performed by means of the stuffing tool (8) is derived.
    [9]
    9. The method according to any one of claims 1 to 8, characterized in that to determine an overall stiffness of the ballast bed (5) as a seventh parameter, an overall inclination (39) of the course (28) is derived.
    [10]
    10. The method according to claim 9, characterized in that the total inclination (39) is determined by linear regression of the recorded course (28).
    [11]
    11. The method according to any one of claims 1 to 10, characterized in that the course (28) of the force acting on the tamping tool (8) (21) over the path covered by the tamping tool (23, 27) for a plurality of oscillation cycles (29) Stuffing process (9) is detected that a characteristic value is determined for each of these oscillation cycles (29) and that an evaluation process takes place by means of a characteristic value curve.
    [12]
    12. The method according to any one of claims 1 to 11, characterized in that at a track location (6) a plurality of auxiliary operations (48, 49) are carried out, that for each auxiliary operation (48, 49) a characteristic value for an oscillation cycle (29) or The characteristic curve for several oscillation cycles (29) for evaluating a compression state of the ballast bed (5) is determined and that if a predetermined compression state is not reached, an additional process is carried out.
    [13]
    13. The method according to any one of claims 1 to 12, characterized in that for several tamping processes (9) at different points (6) along a track (1) in each case a characteristic value for an oscillation cycle (29) or a characteristic value curve for several oscillation cycles (29 ) is determined and that this results in an assessment of the spatial development of a compaction success and / or the nature of the ballast bed (5).
    [14]
    14. Device for performing a method according to one of claims 1 to 13, with a tamping unit (7) which comprises two opposing tamping tools (8), each via a swivel arm (10) with an auxiliary drive (11) and a vibration drive (12 ), characterized in that at least on a swivel arm (10) and / or the associated tamping tool (8) sensors (20, 22, 24) for detecting the course (28) of the force acting on the tamping tool (8) ) are arranged above the path (23, 27) covered by the tamping tool, that measurement signals (25) from the sensors (20, 22, 24) are fed to an evaluation device (26) and that the evaluation device (26) is used to determine a curve ( 28) derived parameter (31-40) is set up.
    [15]
    15. The apparatus according to claim 14, characterized in that at least one force measuring sensor (20) is arranged in a stuffing tool holder (15).
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    同族专利:
    公开号 | 公开日
    WO2018219570A1|2018-12-06|
    ES2889925T3|2022-01-14|
    CA3060208A1|2018-12-06|
    JP2020521897A|2020-07-27|
    EP3631087B1|2021-07-21|
    PL3631087T3|2022-01-17|
    DK3631087T3|2021-10-11|
    CN110709559A|2020-01-17|
    AT520056B1|2020-12-15|
    US20200181850A1|2020-06-11|
    AU2018275735A1|2019-12-12|
    EA201900486A1|2020-04-02|
    HUE055714T2|2021-12-28|
    CN110709559B|2021-08-24|
    EP3631087A1|2020-04-08|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA223/2017A|AT520056B1|2017-05-29|2017-05-29|Method and device for compacting a track ballast bed|ATA223/2017A| AT520056B1|2017-05-29|2017-05-29|Method and device for compacting a track ballast bed|
    HUE18725766A| HUE055714T2|2017-05-29|2018-05-02|Method and device for compressing a track ballast bed|
    PCT/EP2018/061092| WO2018219570A1|2017-05-29|2018-05-02|Method and device for compressing a track ballast bed|
    CA3060208A| CA3060208A1|2017-05-29|2018-05-02|Method and device for compressing a track ballast bed|
    DK18725766.2T| DK3631087T3|2017-05-29|2018-05-02|METHOD AND DEVICE FOR COMPRESSING A SHEAR BALLAST LAYER|
    US16/617,680| US20200181850A1|2017-05-29|2018-05-02|Method and device for compaction of a track ballast bed|
    PL18725766T| PL3631087T3|2017-05-29|2018-05-02|Method and device for compressing a track ballast bed|
    EP18725766.2A| EP3631087B1|2017-05-29|2018-05-02|Method and device for compressing a track ballast bed|
    JP2019565474A| JP2020521897A|2017-05-29|2018-05-02|Method and apparatus for compacting an orbital bed|
    CN201880036148.7A| CN110709559B|2017-05-29|2018-05-02|Method and device for compacting a ballast bed of a track|
    AU2018275735A| AU2018275735A1|2017-05-29|2018-05-02|Method and device for compressing a track ballast bed|
    EA201900486A| EA201900486A1|2017-05-29|2018-05-02|METHOD AND DEVICE FOR SEALING A CRUSHED STONE BED OF A RAILWAY|
    ES18725766T| ES2889925T3|2017-05-29|2018-05-02|Method and device for compacting a ballast bed|
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