• 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 ballast bed (10) of a track with a tamping unit (20) for clogging sleepers (2) of the track, wherein the auxiliary forces (Fv) calculates pressure sensors (9) assigned via auxiliary cylinders (7) and provides auxiliary routes ( D) of the stuffing tools (4) in particular by displacement sensors (8) are measured. In order to create more uniform stuffing results, it is proposed that a normalized compaction work (WN) corresponding to a ballast bed hardness at the stuffed threshold is first calculated from the addition path (D), the normalized addition path (DN) calculated therefrom and the addition force (Fv). that a moving average of the normalized compaction work (̅̅̅̅̅̅̅) is calculated for a certain number m of thresholds before the threshold (j) currently being processed, after which a desired value of the compaction force Fv at the threshold j is calculated from the normalized compaction work (̅̅̅̅̅̅̅) and that, as a consequence, the compacting process ends when the compacting force setpoint value of the compacting force Fv is reached.
    公开号:AT520117A1
    申请号:T50575/2017
    申请日:2017-07-11
    公开日:2019-01-15
    发明作者:
    申请人:Hp3 Real Gmbh；
    IPC主号:
    专利说明:

    Summary
    A method for compacting a ballast bed (10) of a track with a tamping unit (20) for tamping sleepers (2) of the track is proposed, the auxiliary forces (Fv) being calculated by means of auxiliary cylinders (7) associated with pressure transducers (9) and auxiliary paths ( D) the tamping tools (4) are measured in particular by displacement sensors (8). In order to achieve more uniform tamping results, it is proposed that a standardized compression work (Wn) corresponding to a ballast bed hardness at the stuffed threshold is first calculated from the additional path (D), the standardized additional path (Dn) calculated from it and the additional force (Fv), that a moving average of the standardized compression work (IV Nmj ) is calculated for a certain number m of thresholds lying before the threshold (j) currently to be processed, after which a setpoint value F VNomj of the compression force Fv at the threshold j from the standardized compression work (W Nmj ) is calculated and that the compression process is subsequently ended when the compression force setpoint F VNomj of the compression force Fv is reached.
    (Fig. 6) / 16 (41552) HEL
    The invention relates to a method for compacting a ballast bed of a track with a tamping unit for tamping sleepers of the track, the tamping unit being equipped with pairs of tamping tools, to which an auxiliary drive with hydraulic auxiliary cylinders for compression is assigned, and wherein the auxiliary forces are assigned to the auxiliary cylinders via pressure sensors calculated and the additional paths of the tamping tools measured.
    From AT 515 801 a method for selecting the tamping pressure of the side path and the side time is known. In this method, a maximum achievable compaction is generated under each threshold, depending on the ballast material located below the threshold, although this is not necessarily an advantage. The currently common methods aim to achieve the maximum possible compression of the ballast material currently lying below the threshold to be processed at each threshold. As a result, there are large differences in stiffness from threshold to threshold. Under a certain wheel load, depending on the stiffness of the compacted ballast below the threshold, there are different depressions. The wheels of trains rolling over it react to this with fluctuations in wheel force, which on the one hand negatively influence the running behavior of the trains and on the other hand place high demands on the track and wheels. This increases the wear on the wheels and the drive. This also leads to a rapid deterioration in the quality of the track.
    Tamping units of track tamping machines penetrate the ballast of a track bed in the area between two sleepers (intermediate compartment) in the area of the support of the sleeper in the ballast under the rail and / 16 compress the ballast by means of dynamic vibration of the tamping pickle between the opposing tamping picks that can be provided. According to the teaching of EP 1 653 003 A2, the auxiliary drives which act as a linear drive are designed such that they not only perform a linear auxiliary movement, but at the same time in a manner known from AT 339 358, EP 0 331 956 or US Pat. No. 4,068,595 generate the vibration required for the tamping pick. This means that the speed at which it is provided, the vibration amplitude, its shape and the frequency can be specified.
    The movements of a tamping unit include the vertical immersion of the tamping ax in the ballast, the additional movement in which the tamping ax ends are closed to each other and the superimposed dynamic vibration which causes the actual compression of the ballast grains. It is known to use hydraulic cylinders for the auxiliary movement, which are connected to a vibrating shaft with eccentricity by connecting rods and which superimpose the vibratory oscillation on the auxiliary movement (AT 369 455 B). Newer solutions use linear excitation via hydraulic cylinders, have displacement sensors integrated in the hydraulic cylinder and connected pressure sensors which measure the pressures acting in the hydraulic cylinder. About the formula
    Pzyl = Pk A K - p KR (A k - A st ) can be calculated from the pressure pk acting on the piston, the pressure pkr acting on the annular surface, the piston surface Ak and the piston rod surface Ast, the cylinder force FZyl. This can be converted to the compacting force (using the lever ratio) on the tamping plate. The aim of the tamping (compacting the ballast under the sleeper) of the sleepers is to fix an improved track position. The more evenly a track is compacted from sleeper to sleeper, the more durable is the geometric track position achieved after the maintenance work. If the ballast is used for a long time (long lay times typically more than 10 years), the ballast is usually heavily contaminated. On the one hand, the gravel breaks and the broken parts / 16 then lie between the gravel, in between there is also rock dust (abrasion of the gravel under traffic load) and fine particles that come from transport (e.g. coal dust or ore dust falling down) and other fine particles from the growth , the approach or from the underground.
    This means that different ballast ratios exist from threshold to threshold that allow different maximum compaction forces. Hard and crusted gravel has high compaction forces.
    Today, the compression process of tamping units is usually controlled with a predetermined constant time or to achieve the maximum possible compression with the required optimal selection of the tamping pressure, the delivery time and the delivery time. Typical tamping times are between 0.8-1.2 seconds. Depending on its sieving curve, its properties (hardness, shape, abrasion resistance, impact resistance, weather resistance, etc.), the ballast has a certain maximum compressibility like any granular material.
    The invention is therefore based on the object of specifying a method which has the smallest possible stiffness fluctuations from threshold to threshold in the longitudinal direction of the track and thus reduces the wheel-rail interaction and thus extends the durability of a track position corrected with tamping machines.
    The invention solves this problem by first calculating a standardized compression work corresponding to a ballast bed hardness at the stuffed threshold from the additional path, the standardized additional path calculated from it and the additional force, for a certain number of thresholds to be processed before the current one to be processed Thresholds, a moving average of the normalized compaction work is calculated, after which a setpoint value for the compaction force Fv is calculated from the normalized compaction work at the threshold to be processed, and that subsequently the compression process is ended when the compaction force setpoint value of the compression force Fv is reached.
    / 16
    This ensures that the ballast bed hardness in the longitudinal direction of the track shows only slight fluctuations in stiffness from threshold to threshold and thus the durability of a track position corrected with tamping machines is extended. With the method according to the invention, the maintenance costs for a track are reduced, since the resulting lower forces during operation of the track prolong the life of the track components and the vehicles or their drives are less stressed.
    For the method according to the invention, the supply path and the supply force of each individual supply cylinder are measured. The standardized compaction work corresponding to the ballast bed hardness is calculated from the additional path and the additional force (standardization: calculation for the same additional path of e.g. 15 mm). Over a certain number of thresholds, typically between 20-30 thresholds, the moving average of the standardized compression work is included. This moving average of the standardized compression work is used to calculate back to the target compression (target compression force) for the thresholds still to be filled. When the target compaction force calculated from the moving average of the standardized compaction work is reached, the tamping is ended.
    If the target compaction force is not reached during the tamping process, you can automatically dive several times at the same threshold in order to increase the compaction, in order to approach the desired target value as far as possible or to achieve this.
    On the basis of this method according to the invention, the compression work for each threshold can be calculated for each threshold according to the following formula by integrating the force over the additional path (work = force times path)
    D
    F vi dD w t = I
    Jr / 16
    The range of typical compaction forces for "normal" ballast is between 35 and 50 kN. Typical delivery paths for compaction tools are between 20 and 50 mm. The range for the typical normalized compression work is between 200 and 600 Nm.
    The main advantages of the method according to the invention lie in the uniform compaction in the longitudinal direction of the track, in the lower wheel-rail interaction as a result, the extended stability of the track position and the reduced maintenance costs of the infrastructure and the rolling stock.
    The normalized compression work (Wn) is preferably calculated using the formula = f v dD.
    The moving average of the standardized compression work w X !!! J is calculated in particular according to the formula W Nm] = -% ™ iW N ij.
    The desired compression force value at threshold j is calculated, for example, from the standardized compression work (ϊϊζ ^) using the relationship F VNomj = k · W Nmj .
    In the event that the target value of the compression force F VNom j is not reached with a tamping process, the compression force Fv is increased at the same threshold j by repeated tamping, possibly by multiple tamping , in order to achieve the specified compression force setpoint F VNom j. If the compression (Fv), possibly after a multiple stopper, does not reach a predetermined percentage X (%) of the predetermined target compression force (F VNom j), the threshold (j) is marked electronically and a corresponding message is output to the machine operator.
    The subject matter of the invention is shown in the drawing, for example. Show it
    Fig. 1 on the left the grain arrangement of a newly introduced ballast and on the right a grain arrangement with fine particles that has been in use for a long time, / 16
    2 on the left a raised track immediately in front of the penetrating tamping tools with the cavities resulting from the lifting under the sleepers and on the right a sleeper that is being tamped,
    3 shows a schematic illustration of a tamping unit,
    4 scheme to explain the normalized work of compression Wn,
    5 shows the relationship between the normalized compaction work calculated with the moving average and the associated defined target value for the compaction and
    Fig. 6 shows in a diagram the course of the normalized compaction work and the compaction force in the longitudinal direction of the track
    Fig. 1 shows on the left the arrangement of the ballast grains 13 (also called skeleton grain) of pure ballast ("soft" bedding), on the right the arrangement of ballast grains 13 (skeleton grain), fine grain parts 14 (support grain) and fine parts 15 can be seen as they are after a long period of use occurs ("hard" bedding).
    The following figure (Fig. 2) shows rail 1 on the left, resting on sleepers 2, which in turn are located in ballast 10. The figure on the left shows schematically the track when it is lifted by the tamping machine, which creates cavities 3 under the sleepers. The shaded areas 5 on the right in the figure show the compacted ballast under the sleepers. The tamping tools 4 compact the ballast by means of a vibrating movement. The direction of work is indicated by 6.
    3 schematically shows a tamping unit 20. The tamping tools (4) (pimples) are closed by means of a hydraulic tamping cylinder 7 by means of a tamping arm 11 which is articulated in the unit box 12 (tipping path D). The pimple plates 19 vibrate on the ballast front and compress the ballast 10 under the sleepers 2 by means of the auxiliary movement D. To measure and determine the compression force Fv, the hydraulic pressure prevailing in the cylinder 7 is measured by pressure sensors 9 attached. The path of the hydraulic cylinders 6 is measured by either / 16 displacement sensors 8 installed in the cylinder 7 or displacement sensors attached externally.
    The diagram (FIG. 4) shows the course of the compression force Fv over the additional path D when a threshold is tamped. If there is a “soft” ballast bed (new ballast, cleaned ballast), the compressive force Fv that can be achieved is small but the additional path Dw is large. Overall, the compaction work Ww is used. With a hard ballast bed there is a high achievable compressive force Fv but a small additional path. The total compaction work is Wh. The ballast bed hardness under the different thresholds can be determined as a comparative figure by "normalization". For this purpose, the compaction work for each tamping is only calculated from the measurements up to a specified additional distance Dn (e.g. 15mm). This results in the value W nw for the “soft” ballast bed and the value WNH for the “hard” ballast bed.
    The schematic representation (Fig. 5) shows how from a moving average over the e.g. last 20 thresholds, a desired compression setpoint FvNom can be specified. The slope k is in the range of 0.08-1.2 kN / Nm.
    6 shows in the diagram above (points) the normalized compaction work WNi for the individual thresholds with the maximum achievable compaction force. The solid line represents the moving average IV W20 over 20 thresholds in each case. Corresponding to the moving average, using the relationship in FIG. 5
    FvNom = F ’^ V20 the target compression FvNom is calculated and specified for the filling. The factor k is between 0.08 - 1.2 kN / Nm. The course (dash-dotted line) of the desired target compression FvNom is given in the lower part of the diagram. In areas with M.T. are marked, the tamping ends when the setpoint is reached. In softer areas with D.T. The specified compression setpoint FvNom cannot be reached / 16 with a single stopper. In this case, tamping on the same threshold two or more times to increase the compressive force (arrows).
    The area and thus the standardized compaction work for "hard" and "soft" ballast bedding result in rD N
    W N h = I Fvh dD
    Jo rD N ^ NW = I FvW o
    dD / 16
    patent attorneys
    Dipl.-Ing. Helmut Hübscher
    Dipl.-Ing. Gerd pretty
    Dipl.-Ing. Karl Winfried Hellmich
    Spittelwiese 4, 4020 Linz (41552) HEL
    权利要求:
    Claims (6)
    [1]
    claims
    1. A method for compacting a ballast bed (10) of a track with a tamping unit (20) for tamping sleepers (2) of the track, the tamping unit (20) being equipped with pairs of tamping tools (4), which have an auxiliary drive with hydraulic auxiliary cylinders (7 ) is assigned for compression and the auxiliary forces (Fv) are calculated via the pressure sensors (9) assigned to the auxiliary cylinders (7) and the auxiliary paths (D) of the tamping tools (4) are measured in particular via displacement sensors (8), characterized in that initially from the additional path (D), the standardized additional path (Dn) calculated from this and the additional force (Fv), a standardized compression work (Wn) corresponding to a ballast bed hardness at the stuffed threshold is calculated, that for a certain number m from the one currently to be processed Threshold (j) lying thresholds, a moving average of the normalized compaction work (ü ^) is calculated, after which a setpoint F VNomj the compression force Fv at the threshold j is calculated from the normalized compression work (W ^) and that the compression process is subsequently ended when the compression force setpoint F VNom j of the compression force Fv is reached.
    [2]
    2. The method according to claim 1, characterized in that the normalized compression work (Wn) is calculated according to the following formula A. = J 0 Dn F v dD.
    [3]
    3. The method according to claim 1 or 2, characterized in that the moving average of the standardized compression work w X !!! J is calculated according to the formula W Nm] = - Σί = ι W N ij.
    10/16
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that the compression force setpoint at the threshold j is calculated from the normalized compression work (üÄ ^) using the relationship F VNomj = k · W Nmj .
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that in the event that the target value of the compression force F VNom j is not achieved with a tamping process, the compression force Fv at the same threshold j by repeated tamping, optionally by multiple tamping, is increased in order to achieve the specified compression force setpoint F VNom j.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that if the compression (Fv) achieved does not reach a predetermined percentage X (%) of the predetermined target compression force (F VNom j), the threshold (j) is marked electronically and one corresponding message is issued to the machine operator.
    11/16

    12/16

    13/16
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    同族专利:
    公开号 | 公开日
    AT520117B1|2019-11-15|
    DE102018116317A1|2019-01-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    AT515801A4|2014-09-16|2015-12-15|System 7 Railsupport Gmbh|Method for compacting the ballast bed of a track|AT523900A1|2020-06-08|2021-12-15|Hp3 Real Gmbh|Method for the automatic autonomous control of a tamping machine|AT339358B|1974-05-09|1977-10-10|Plasser Bahnbaumasch Franz|DRIVE AND CONTROL DEVICE FOR VIBRATING AND ADJUSTABLE TOOLS OF A TRACK MACHINE, IN PARTICULAR MOBILE TRACK PAD MACHINE|
    US4068595A|1975-11-17|1978-01-17|Graystone Corporation|Track tamper|
    AT369455B|1981-02-02|1983-01-10|Plasser Bahnbaumasch Franz|LEVELING PLUG MACHINE WITH AUTOMATIC STOP PRESSURE CONTROL|
    UA12805A|1988-03-09|1997-02-28|Со.Ре.Ма. Оператрічі Ферровіарі С.Н.К. Ді Чєзарє Россаніго І К.,|Tie-tamping machine|
    AT500972B1|2004-10-29|2006-05-15|Plasser Bahnbaumasch Franz|METHOD FOR SUBSTITUTING THRESHOLD|AT522237A1|2019-03-14|2020-09-15|Plasser & Theurer Export Von Bahnbaumaschinen Gmbh|Method for compacting a ballast bed of a track|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    AT505752017A|AT520117B1|2017-07-11|2017-07-11|Method for compacting a ballast bed of a track|AT505752017A| AT520117B1|2017-07-11|2017-07-11|Method for compacting a ballast bed of a track|
    DE102018116317.7A| DE102018116317A1|2017-07-11|2018-07-05|Method for compacting a ballast bed of a track|
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