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    • 专利摘要:
    In a method for operating a tamping unit (8) of a track-laying machine (1), firstly a track-laying machine (1) with a tamping unit (8) is provided on a trackbed (21). The tamping unit (8) is displaced relative to the track bed (21). A drive force (FA) acting on the tamping unit (8) and required for displacement, and an acceleration (az) acting on the tamping unit (8) are determined. A ballast force (Fs) acting between the tamping unit (8) and the track bed (21) is determined and evaluated on the basis of the driving force (FA) and the acceleration (az).
    公开号:AT520791A1
    申请号:T493/2017
    申请日:2017-12-21
    公开日:2019-07-15
    发明作者:
    申请人:Plasser & Theurer Export Von Bahnbaumaschinen Gmbh；
    IPC主号:
    专利说明:

    Summary
    Method for operating a tamping unit of a track construction machine and tamping device for track bed compaction and track construction machine
    In a method for operating a tamping unit (8) of a track construction machine (1), a track construction machine (1) with a tamping unit (8) is first provided on a track bed (21). The tamping unit (8) is moved relative to the track bed (21). A driving force (F A ) acting on the tamping unit (8) and required for displacement as well as an acceleration (a z ) acting on the tamping unit (8) are determined. A ballast force (Fs) acting between the tamping unit (8) and the track bed (21) is determined and evaluated on the basis of the driving force (Fa) and the acceleration (a z ).
    (Fig. 1)
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    description
    Method for operating a tamping unit of a track construction machine and tamping device for track bed compaction and track construction machine
    TECHNICAL FIELD The invention relates to a method for operating a tamping unit of a track construction machine and further to a tamping device for track bed compaction and a track construction machine.
    PRIOR ART [02] Rail-guided track construction machines are used to maintain a track bed. Track construction machines of this type have a tamping device with a displaceable tamping unit for compaction of the track bed. The tamping unit is repeatedly shifted in operation between a reset position in which the tamping unit is out of engagement with the track bed and an engagement position in which the tamping unit is in engagement with the track bed. High static and dynamic loads act on the tamping unit. To maintain the functionality of heavily used parts of the tamping unit, time-consuming and costly inspection and maintenance work is regularly carried out.
    SUMMARY OF THE INVENTION The object of the invention is to create a method for operating a tamping unit of a track-laying machine, which increases the performance and the economy of the tamping unit.
    [04] This object is achieved by a method having the features of claim 1. According to the invention, it was recognized that the ballast force acting between the tamping unit and the track bed, in particular along a direction of displacement of the tamping unit, is essential for the stress on the tamping unit and that this can be exactly determined on the basis of the driving force and the acceleration.
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    The tamping unit can be operated efficiently and economically by determining and evaluating the ballast force. For example, heavily used parts can be identified and designed and maintained to meet the demands. The processing of the track bed can also take place while ensuring a high ratio between a processing speed and an energy consumption and taking into account the ballast forces that are essential for the wear and tear in such a way that the expected downtimes are reduced by maintenance work. By determining and evaluating the ballast force, the performance and economy of the track-laying machine can be increased.
    [05] The tamping unit is displaced relative to the track bed at least, in particular exclusively, in the vertical direction. The tamping unit is preferably moved between the reset position and the engagement position. In the reset position, the tamping unit is raised and is out of engagement with the track bed. In particular, the tamping unit can be arranged in the reset position in the vertical direction in such a way that it is positioned completely above railway sleepers and / or tracks. The tamping unit preferably has at least two, in particular at least four tamping axes. In the engaged position, the tamping unit, in particular the at least two tamping axes, plunges into the track bed. In a delivery position arranged between the reset position and the engagement position, the tamping unit comes into contact with the track bed. The track bed compaction can take place during the shifting from the delivery position to the engagement position.
    [06] In order to determine the ballast force, the driving force acting on the tamping unit and required for displacement is determined. The driving force is understood to be that force which is required for moving the tamping unit between the reset position and the engagement position, in particular in the vertical direction. The driving force can be detected, for example, by means of a force sensor. The driving force can on the tamping unit and / or on the unit carrier and / or
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    [07] An acceleration sensor can be used to determine the acceleration acting on the tamping unit. The acceleration can be recorded on the tamping unit and / or on the drive device.
    [08] The ballast force is determined on the basis of the driving force and the acceleration. The ballast force is understood to mean that force which acts between the track bed and the tamping unit, in particular the at least two tamping pick, and which is oriented along the displacement between the reset position and the engagement position, in particular in the vertical direction. By taking into account both the driving force and the acceleration of the tamping unit, the ballast force can be reliably and precisely determined despite the harsh operating conditions.
    [09] A method according to claim 2 ensures the increased performance and economy of the track construction machine. The position of the tamping unit, particularly in the vertical direction, can be detected particularly reliably and robustly. Position sensors used to move the tamping unit can be used, which eliminates the need to integrate additional sensors. The detection of the acceleration is therefore particularly economical. The position can be detected on the drive device. The position can also be detected on a bearing device, by means of which the tamping unit is mounted relative to the unit carrier. The position can be detected by means of a position sensor, in particular a displacement sensor or a rotary sensor, in the form of a potentiometer or a Hall sensor or a cable length sensor. To record the change in position over time, the course of the position over time can be differentiated by time using an evaluation unit, or the change in position can be determined using a discrete time step. From the change in position, i.e. the speed, the acceleration is determined as a change in speed. The position and thus the acceleration relative to the assembly carrier are preferably recorded. Under
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    Taking the acceleration of gravity into account, the absolute acceleration of the tamping unit can be determined.
    A method according to claim 3 ensures the increased performance and economy of the track construction machine. Taking into account the inertia force, which is dependent on the mass, the ballast force can be determined particularly precisely. The mass of the tamping unit can be weighed before installation in the track construction machine or installed on the track construction machine. Alternatively, the mass of the tamping unit in the reset position can be determined by detecting the driving force. In the unaccelerated state, the weight and thus the mass of the tamping unit can be determined based on the driving force.
    [11] A method according to claim 4 ensures the increased performance and economy of the track construction machine. The fluidically actuated drive device is robust in operation and ensures the provision of the power necessary for machining the track bed. The drive force can be determined in a particularly robust manner by detecting at least one fluid pressure acting on the drive device. By using pressure sensors necessary for pressure control, the tamping unit can be manufactured particularly economically by avoiding redundancies. The drive device preferably has at least one hydraulic cylinder and / or at least one pneumatic cylinder. A piston guided within the respective cylinder is connected to a piston rod and has a piston ring surface facing the piston rod and a piston surface opposite the piston ring surface. The detection of the fluid pressure is preferably carried out by detecting a piston pressure acting on the piston surface and / or a piston ring pressure acting on the piston ring surface.
    A method according to claim 5 ensures the increased performance and economy of the track construction machine. When the track-laying machine is in operation, the tamping unit, in particular the at least two tamping axes, the drive device and the bearing device, are subjected to high mechanical loads. The ballast force is for the stress of the
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    Tamping unit essential. By evaluating the load based on the ballast force, the track-laying machine can be robustly designed and operated efficiently and economically.
    [13] A method according to claim 6 ensures the increased performance and economy of the track construction machine. When the tamping unit is moved between the reset position and the engagement position, the ballast force acting on the tamping unit varies considerably. Changes in the ballast force can be taken into account by determining the stress on the basis of the time course of the ballast force. The stress on the tamping unit is preferably determined over at least one tamping cycle. A tamping cycle includes moving the tamping assembly from the reset position to the engaged position and back from the engaged position to the reset position. The stress on the tamping unit can also be determined over the entire operating time of the tamping unit. The stress on the tamping unit, in particular the at least two tamping axes, is preferably determined at least over the duration of a tamping cycle, in particular over several tamping cycles, and in particular over the entire operating time. In addition to the static load, the course of the ballast force over time also allows conclusions to be drawn about the dynamic load on the tamping unit. With knowledge of the dynamic load, maintenance cycles can be optimized and the maintenance effort reduced.
    A method according to claim 7 ensures the increased performance and economy of the track construction machine. Depending on the track bed to be worked, the ballast force varies within and between different tamping cycles. It was recognized that the ballast force amplitudes, ie the amplitudes of the changing ballast force, are of essential importance for the stressing of the tamping unit. To determine the ballast force amplitudes, the time course of the ballast force between a first and a second measurement point can be recorded, the ballast force being the same at the first and second measurement point and the second measurement point being determined by the first time this ballast force is reached again. The
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    Ballast force amplitude is determined as the difference between the maximum ballast force value and the minimum ballast force value between the first and the second measuring point.
    [15] A method according to claim 8 ensures the increased performance and economy of the track construction machine. To determine the load spectrum, the total frequency of the ballast force amplitudes is determined. The range of the ballast force amplitudes occurring is preferably first divided into ballast force amplitude sections. To determine the load spectrum, the frequency of the ballast force amplitude occurring and falling within the respective ballast force amplitude section can be counted. The load spectrum thus provides information about the amount and frequency of the changing loads acting on the tamping unit. The load spectrum is therefore particularly suitable for evaluating the dynamic load acting on the tamping unit.
    [16] A method according to claim 9 ensures the increased performance and economy of the track construction machine. When the at least two tamping axes penetrate the track bed, the ballast work is transferred between the tamping unit and the track bed. The ballast work correlates with the stress on the tamping unit. The stress on the tamping unit can be determined particularly efficiently by means of the ballast work. In order to determine the ballast work, the ballast force and the position can be determined according to certain time steps. The change in position can then be multiplied by the ballast force using this magazine, in particular the average ballast force using this magazine. Alternatively, the ballast force can also be integrated via the position.
    [17] A method according to claim 10 ensures the increased performance and economy of the track construction machine. To determine the state of wear, the stress acting on the tamping unit can be compared with a maximum permissible stress. On the basis of the state of wear, a forecast can be made of how long the tamping unit can still be operated before a failure occurs, in particular before individual parts of the
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    The tamping unit fails. On the basis of the state of wear, the necessity of maintenance work, in particular of an exchange of the tamping unit, can also be concluded. Knowing the state of wear, the track-laying machine, in particular the tamping unit, can be operated for longer while exhausting the actual service life, thereby reducing downtimes and reducing maintenance costs.
    A method according to claim 11 ensures the increased performance and economy of the track construction machine. The setting of at least one process parameter for controlling the tamping unit based on the stress ensures that the stress on the tamping unit is influenced. Possible process parameters include, for example, a frequency and / or an amplitude of the vibration and / or displacement component transmitted to the at least one tamping pick, an actuating speed of the tamping unit between the reset position and the engagement position, the acceleration of the tamping unit and the fluid pressure acting on the drive device , This advantageously means that the at least one process parameter can be set as a function of the track bed to be processed and the stress resulting from the nature of the respective track bed. Depending on the track bed, the energy consumption and the processing speed can thus be optimized taking into account the stress acting on the tamping unit.
    [19] A method according to claim 12 ensures the increased performance and economy of the track construction machine. By changing at least one process parameter when a threshold value of the stress is exceeded, both an excessive stress on the tamping unit and an insufficient processing speed of the track bed can be counteracted. When an upper threshold value is exceeded, the at least one process parameter is preferably reduced in such a way that the stress on the tamping unit decreases. If the value falls below a lower threshold, the at least one
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    Process parameters are changed so that the stress increases. A difference between the upper and the lower threshold value advantageously ensures that the at least one process parameter is not subject to constant change.
    A method according to claim 13 ensures the increased performance and economy of the track construction machine. By setting the at least one process parameter such that a stress limit value is not exceeded, failure of the tamping unit, in particular of the at least two tamping axes, can be reliably prevented. The stress limit value can be a static and / or dynamic, in particular experimentally determined, strength value of the tamping unit, in particular individual parts of the tamping unit. The at least one process parameter can be changed continuously on the basis of the load, or the change can be made in discrete steps. For example, an oscillation frequency of the at least two tamping axes can be changed continuously between 30 Hz and 50 Hz. Alternatively, the oscillation frequency is 35 Hz in a first mode and 45 Hz in a second mode. The tamping unit can be operated in the first and in the second mode, it being possible to switch between the first mode and the second mode on the basis of the stress. The tamping unit can be operated in more than two operating modes. Each operating mode differs from another operating mode in at least one process parameter.
    [21] On the basis of the ballast force and / or the load, different types of tamping units can be compared and evaluated. The ballast force and / or the load can also be used to optimize the tamping unit, in particular the kinematics and / or the storage and / or the materials used and / or the structural design.
    The invention is also based on the object to provide a tamping device for track bed compaction, which has an increased performance and economy.
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    9/21 [23] This object is achieved by a stuffing device with the features of claim 14. The advantages of the tamping device according to the invention correspond to the advantages of the method according to the invention. The tamping device can be developed in particular with the features of at least one of claims 1 to 13. The tamping unit is preferably mounted displaceably in the vertical direction on the unit carrier. The drive device can have a hydraulic cylinder. In order to engage in the track bed, the tamping unit preferably comprises at least two, in particular at least four tamping axes. The driving force sensor system can have at least one pressure sensor and / or at least one force sensor. The acceleration sensor system can have at least one speed sensor and / or at least one position sensor and / or at least one acceleration sensor. The position sensor can be designed as a contactless sensor. The position sensor can be arranged between the tamping unit and the unit carrier, in particular on the drive device. The at least one position sensor is preferably designed as a potentiometer and / or as a Hall sensor and / or as a rope length sensor.
    The invention is also based on the object to provide a track construction machine with a tamping device which has increased performance and economy.
    [25] This object is achieved by a track construction machine with the features of claim 15. The advantages of the track construction machine according to the invention correspond to the advantages of the tamping device according to the invention. The track construction machine can be developed in particular with the features of at least one of claims 1 to 14.
    BRIEF DESCRIPTION OF THE DRAWINGS [26] Further features, advantages and details of the invention result from the following description of an exemplary embodiment. Show it:
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    1 is a schematic representation of a rail-guided track construction machine with a tamping device for track bed compaction,
    FIG. 2 shows a schematic front view of the tamping device in FIG. 1, the tamping device having a tamping unit with four tamping picks and the tamping picks being in engagement with a track bed, FIG.
    3 shows a schematic side view of the tamping device in FIG. 1, a driving force, an inertia force and a ballast force acting on the tamping unit,
    Fig. 4 curves of the driving force, the inertia force and the ballast force over time and for a single tamping cycle, Fig. 5 course of the ballast force over time for six tamping cycles, Fig. 6 course of recorded load amplitudes of the ballast force over a number of cycles and
    Fig. 7 curves of a position of the tamping unit, the ballast force and a ballast work over time.
    DESCRIPTION OF THE EMBODIMENTS [27] A track construction machine 1 has a machine frame 2, at least two axes 3 mounted on the machine frame 2, a machine drive 4 and a tamping device 5 for compacting the track bed. The axes 3 are arranged at a distance from one another on the track-laying machine 1 along a horizontal x-direction. The x-direction together with a vertical z-direction and a horizontal y-direction form a machine-fixed coordinate system. Rail-guided wheels 6 are rotatably mounted on the axes 3. The machine drive 2 is designed for rotating the wheels 6 of at least one of the axles 3.
    [28] The tamping device 5 has a unit carrier 7 and a tamping unit 8 mounted in the z direction relative to this. The tamping unit 8 comprises four tamping pick 8a and a compression drive 8b. The tamping axes 8a are each attached to a tamping axis 8c and are rotatably supported about a carrier axis 8d. By means of the
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    Compression drive 8b, the tamping beam carrier 8c can be driven in rotation about the respective carrier axis 8d.
    [29] The tamping device 5 is attached to the machine frame 2 via the assembly carrier 7. The tamping unit 8 can be displaced relative to the unit carrier 7. For this purpose, a linear bearing 10 is formed between the unit carrier 7 and the tamping unit 8. The linear bearing 10 has bearing rails 11 attached to the unit carrier 7 and bearing sleeves 12 connected to the tamping unit 8.
    [30] The stuffing device also has a drive device 9. The drive device 9 comprises a hydraulic cylinder 13. The hydraulic cylinder 13 acts between the unit carrier 7 and the tamping unit 8. In the hydraulic cylinder 13, a hydraulic piston 14 with a piston rod 15 attached to it is linearly displaceably mounted. The hydraulic piston 14 has a piston ring surface Akr facing the piston rod 15 and a piston surface Ak facing away from the piston rod 15. A piston pressure ρκ of a hydraulic fluid in the hydraulic cylinder 13 acts on the piston surface Ak. A piston ring pressure pkr of the hydraulic fluid acts on the piston ring surface Akr. The piston pressure ρκ acting on the piston surface Ak and the piston ring pressure pkr acting on the piston ring surface Akr result in an overall drive force Fa transmitted via the piston rod 15 to the tamping unit 8.
    [31] The tamping device 1 has a driving force sensor system for detecting a first measurement variable ρκ, Pkr, Fa corresponding to the driving force Fa. The driving force sensor system comprises a piston pressure sensor 16 for detecting the piston pressure ρκ and a piston ring pressure sensor 17 for detecting the piston ring pressure p K R. From the piston pressure ρκ acting on the piston surface Ak and from the piston ring pressure pkr acting on the piston ring surface Akr can the total drive force Fa acting on the tamping unit 8 via the piston rod 15 is closed. The driving force F A is calculated as follows:
    Fa = Pkr'A KR - p · K A K (1)
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    The tamping device 1 has an acceleration sensor system for detecting a second measurement variable corresponding to an acceleration a z of the tamping unit 8, the position z and / or the speed v z . The acceleration sensor system is designed in the form of a displacement sensor 18. The displacement sensor 18 is attached to the unit carrier 7 and to the tamping unit 8. The displacement sensor 18 is designed to detect the position z and the speed v z of the tamping unit 8 relative to the unit carrier 7 in the z direction.
    [33] To determine the ballast force Fs acting on the tamping unit 8, the tamping device 5 includes an evaluation unit 19. The evaluation unit 19 is in signal connection with the piston pressure sensor 16, the piston ring pressure sensor 17 and the displacement sensor 18. In addition, the evaluation unit 19 is in Signal connection with a pressure regulator 20. The pressure regulator 20 is designed to regulate the piston pressure ρκ and the piston ring pressure pkr to a desired value. The respective setpoint for the piston pressure ρκ and the piston ring pressure pkr can be specified by the evaluation unit 19.
    The operation of the track-laying machine 1 and the operation of the tamping unit 8 are described below:
    [35] To create and / or maintain a track bed 21, the track construction machine 1 is moved on the track 22 along the x direction by means of the machine drive 4. A central axis 23 of the tamping device 5 is positioned centrally over a railway sleeper 24 arranged on the track bed 21 and supporting the tracks 22.
    At the beginning of the process for compaction of the track bed, the tamping unit 8 is in a reset position 25. The bearing sleeve 12 is located at an upper end of the linear bearing 10 and the piston rod 15 is largely immersed in the hydraulic piston 14. The tamping picks 8a attached to the tamping unit 8 are out of engagement with the track bed 21. The piston surface Ak is subjected to the piston pressure ρκ and the piston ring surface Akr is subjected to the piston ring pressure pkr. The drive force Fa acting on the tamping unit 8 from the hydraulic piston 14 is determined by means of the evaluation unit 19. For this, the
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    Piston pressure ρκ multiplied by piston area Ak and piston ring pressure pkr multiplied by piston ring area Akr. The following applies to the driving force Fa:
    F a = Pkr ' r “Ρκ Άχ: (2) [37] In the reset position 25, the tamping unit 8 rests relative to the unit carrier 7 and only the gravitational acceleration g acts on the tamping unit 8. For the acceleration a z of the tamping unit 8 relative to the unit carrier 7, a z = 0 applies and for the ballast force Fs Fs = 0 applies. The following applies to the equilibrium of forces along the z direction on the tamping unit 8:
    SF z = Fa + Ft + F s = F a ~ m * ( a z + g) + F s = 0 ( 3 ) [38] Using the evaluation unit 19, the mass is in the reset position 25 before the operation of the tamping device 5 is started m of the tamping unit. Taking into account the boundary conditions prevailing in the reset position 25, the following applies to the mass m:
    m = F A / g (4) [39] The mass m of the tamping unit 8 is stored in a memory element of the evaluation unit 19.
    [40] The compaction of the track bed 21 is divided into individual stuffing cycles. The tamping unit 8 is displaced from the reset position 25 into a delivery position 26 and an engagement position 27 along the z direction during the tamping cycle. In the delivery position 26, the tamping picks 8a contact the track bed 21, but do not penetrate it. In the engagement position 27, the tamping picks 8a penetrate into the track bed 21. The tamping cycle is ended when the tamping unit 8 has been moved back from the engagement position 27 to the reset position 25 via the delivery position 26. The ballast force Fs is determined by means of the evaluation unit 19 from the inertia force Ft and the driving force Fa. To determine the inertial force Ft, the speed v z of the tamping unit 8 relative to the unit carrier 7 in the z direction is first determined as a change in the position z over time t. The acceleration a z is in turn determined as a change in the speed v z over the time t. The acceleration a z is thus calculated as follows:
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    a (5) zV 7 dt dt 2 [41] At the beginning of the stuffing cycle, the evaluation of the ballast force Fs (t), which is dependent on time t, begins. Based on the driving force F A (t) and the acceleration a z (t) as well as knowledge of the mass m and the acceleration due to gravity g, the ballast force Fs (t) is determined as follows:
    F s (t) = -F T (t) - F a (t) = m [a z (t) + g] - F A (t) (6) [42] For moving the tamping unit 8 from the reset position 25 contrary to the z direction in the delivery position 26, the drive device 9 is first actuated. The piston pressure ρκ is increased and the piston ring pressure Pkr is reduced. The driving force Fa acting on the tamping unit 8 via the piston rod 15 is increased counter to the z direction. The acceleration a z acting on the tamping unit 8 results from the driving force Fa, which is oriented counter to the z direction and leads to an increasing speed v z of the tamping unit 8 in the direction of the track bed 21. The tamping unit 8 is shifted against the z direction. The inertia force Ft, which is equally large in magnitude, acts counter to the driving force Fa. The ballast force Fs is zero before the tamping ax 8a comes into contact with the track bed 21.
    [43] In the delivery position 26, the tamping ax 8a engage the track bed 21. Between the delivery position 26 and the engagement position 27, the partial ballast forces Fsi, Fs2, Fs3 and F S 4 additionally act on the four tamping ax 8a in the z-direction the tamping unit 8. The partial ballast forces Fsi, F S 2, Fss and Fs4 add up to the ballast force Fs. Due to the shift between the infeed position and the engagement position 27, the ballast force Fs is not equal to zero.
    [44] The courses of the driving force Fa, the inertia force Ft and the ballast force Fs are shown in FIG. 4 over time t for the duration of a stuffing cycle. The tamping unit 8 is displaced between the reset position 25 and the engagement position 27 in the delivery phase 28. The reset phase 29 follows at a distance from the delivery phase 28.
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    15/21 [45] In the reset phase 29, the tamping unit 8 is moved back from the engagement position 27 via the delivery position 26 into the reset position 25. For this purpose, the drive device 9 is actuated in such a way that the piston pressure ρκ is reduced and the piston ring pressure pkr is increased. The hydraulic cylinder 13 thus causes the driving force Fa, which is now oriented in the z direction. The tamping unit 8 is accelerated in the z direction due to the driving force Fa. The acceleration a z is oriented in the z direction and results in an increasing speed v z in the z direction and the displacement of the tamping unit 8 in the z direction. Between the engagement position 27 and the infeed position 26, the ballast force Fs acts on the tamping unit 8. Between the infeed position 26 and the reset position 25, only the driving force Fa and the inertia force Ft, which is equally large in terms of magnitude and oppositely oriented, act on the tamping unit 8, the ballast force Fs being the same Is zero.
    [46] During the tamping cycle, the tamping picks 8a are vibrated by actuation of the compression drive 8b. For this purpose, the compression drive 8b drives the tamping beam carrier 8c essentially in the horizontal direction, as a result of which the tamping beam carriers 8c and the tamping picks 8a attached to them rotate about the respective carrier axis 8d. The movement of the tamping pick 8a about the respective carrier axis 8d essentially comprises two movement components. An oscillation component causes only a small rotational amplitude of the tamping picks 8a about the respective carrier axis 8d, an oscillation frequency fs between 35 Hz and 45 Hz. The vibration component acts on the tamping pick 8a during the entire tamping cycle. In addition to the vibration component, the tamping pick 8a is acted upon by a displacement component. The displacement component has a higher rotational amplitude than the vibration component and a displacement frequency of approximately 0.5 Hz. In the engagement position 27, the tamping picks 8a are rotated about the respective carrier axis 8d in such a way that the tamping picks 8a spaced apart in the x direction move towards one another. In the reset position 25, the displacement component is oriented such that the tamping ax 8a
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    16/21 again. The loading of the tamping ax 8a with the displacement component follows in the displacement phase 30. The superimposed loading of the tamping ax 8a with the vibration component and the displacement component results in the compression of the track bed 21.
    [47] The tamping cycle is ended as soon as the tamping unit 8 is again in the reset position 25. For further compaction of the track bed 21, the track-building machine 1 is shifted in the x-direction until the central axis 23 is arranged centrally above the railway sleeper 24 in the x-direction. The stuffing cycle is repeated in this. The course of the ballast force Fs over time t is shown in FIG. 5 for six consecutive tamping cycles.
    [48] The evaluation unit 19 determines the stress on the tamping device on the basis of the time course of the ballast force Fs. The load is determined on the basis of ballast force amplitudes S Fs of the ballast force Fs. The ballast force Fs is a variable, oscillating load. The ballast force amplitude S Fs is determined as the difference between a maximum ballast force Fs and a minimum ballast force Fs within a vibration. In addition to the ballast force amplitudes S Fs , the total frequency N Fs of the respective ballast force amplitude S Fs is determined. To determine the load, a load spectrum is determined on the basis of the total frequency N Fs .
    6 shows a course of the ballast force amplitude S Fs over the total frequency N Fs . By comparing the course of the ballast power amplitude S Fs on the cumulative frequency Fs N with a maximum permissible cumulative frequency Fs N ballast force amplitudes Fs is determined, a state of wear of Stopfaggregats. 8 The state of wear is determined both for individual parts of the tamping unit 8, such as the tamping pick 8a, the drive device 9 and the linear bearing 10, and for the entire tamping unit 8.
    [50] Depending on the load, at least one process parameter p K , Pkr, fs for operating the tamping unit 8 is set by means of the evaluation unit 19. For this purpose, the evaluation unit 19 stands with the compression drive 8b for controlling the oscillation frequency fs and with the
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    Pressure regulator 20 for controlling the piston pressure ρκ and the piston ring pressure pkr in signal connection. If a threshold value SW of the stress is exceeded, the at least one process parameter ρκ, Pkr, fs is changed. For this purpose, the ballast force F s is compared with the threshold value SW by means of the evaluation unit 19, the at least one process parameter ρκ, Pkr, fs being changed when an upper threshold value SWi is exceeded in such a way that the ballast force Fs is reduced, when falling below a lower threshold value SW2 the at least one process parameter ρκ, Pkr, fs is changed such that the ballast force Fs is increased. The ballast force Fs is reduced by increasing the oscillation frequency fs and by reducing the pressure difference between the piston pressure p K and the piston ring pressure Pkr and is increased in the opposite manner. The process parameters Ρκ, Pkr, fs are changed by means of the evaluation unit 19 in such a way that an optimum occurs between a low stress on the tamping device 5 and a high processing speed of the track bed 21.
    [51] As an alternative to determining the load spectrum, a ballast work Ws can also be determined by means of the evaluation unit 19 to determine the load. The ballast work Ws is determined from the ballast force F s and a change in the position z of the tamping unit 8. The ballast work Ws corresponds to the work introduced into the track bed 21 via the tamping pick 8a. The change in position z is recorded over a discrete time period. This change in position z is then multiplied by the ballast force F s . The ballast work W s is determined as the sum of the products of the ballast force Fs and the changes in the positions z.
    7 shows the courses of the position z, the ballast force F s and the ballast work Ws for a stuffing cycle over the time t. The ballast work Ws can also be understood as the area under the course of the ballast force Fs over the position z.
    [53] By determining the ballast force Fs acting on the tamping unit 8 by means of the evaluation unit 19, conclusions can be drawn about the stress
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    18/21 of the tamping unit 8 are pulled. The determination of the ballast force Fs, taking into account the driving force Fa and additionally the acceleration a z, is much more precise in comparison with an exclusive consideration of the driving force Fa for determining the ballast force Fs. The stress on the tamping unit 8 can thus be reliably determined and a state of wear of the tamping unit 8 can be reliably determined. The adaptation of the at least one process parameter Pk, Pkr, fs as a function of the load enables the track machine to be operated efficiently and economically. A high processing speed, a low energy consumption and a reduced load on the tamping unit 8 are achieved, in particular by means of an optimization.
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    权利要求:
    Claims (15)
    [1]
    claims
    1. A method for operating a tamping unit of a track construction machine, comprising the steps:
    - Providing a track construction machine (1) with a tamping unit (8) on a track bed (21),
    - Relocating the tamping unit (8) relative to the track bed (21),
    - Determining a driving force (Fa) acting on the tamping unit (8) and required for displacement,
    - determining an acceleration (a z ) acting on the tamping unit (8),
    - Determining a ballast force (Fs) acting between the tamping unit (8) and the track bed (21) on the basis of the driving force (Fa) and the acceleration (a z ) and
    - Evaluation of the ballast force (Fs).
    [2]
    2. The method according to claim 1, characterized in that the acceleration (a z ) is determined by detecting a change over time in a position (z) of the tamping unit (8).
    [3]
    3. The method according to claim 1 or 2, characterized in that for determining the ballast force (Fs) an inertial force (Ft) acting on the tamping unit (8) is determined on the basis of the acceleration (a z ).
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that the tamping unit (8) is displaced by means of a fluidically actuated drive device (9), with at least one fluid pressure acting on the drive device (9) for determining the drive force (Fa) (p K , Pkr) is detected.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that the evaluation is carried out such that a stress acting on the tamping unit (8) is determined on the basis of the ballast force (F s ).
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    [6]
    6. The method according to claim 5, characterized in that the stress is determined on the basis of a time course of the ballast force (Fs).
    [7]
    7. The method according to claim 5 or 6, characterized in that the stress is determined on the basis of ballast force amplitudes (S Fs ) of the ballast force (Fs).
    [8]
    8. The method according to claim 7, characterized in that a load spectrum is determined on the basis of a total frequency (N h .) Of the ballast force amplitudes (S Fs ) for determining the load.
    [9]
    9. The method according to any one of claims 5 to 8, characterized in that a ballast work (Ws) from the ballast force (F s ) and a change in a position (z) of the tamping unit (8) is determined to determine the stress.
    [10]
    10. The method according to any one of claims 5 to 9, characterized in that a state of wear of the tamping unit (8) is determined based on the stress.
    [11]
    11. The method according to any one of claims 5 to 10, characterized in that at least one process parameter (fs, v z , a z , ρκ, Pkr) for controlling the tamping unit (8) is set depending on the stress.
    [12]
    12. The method according to claim 11, characterized in that the at least one process parameter (fs, v z, a z, ρκ, PKR) is changed when exceeding or falling below a threshold value of the stress.
    [13]
    13. The method according to claim 11 or 12, characterized in that the at least one process parameter (fs, v z , a z , ρκ, pkr) is set such that the stress does not exceed a stress limit.
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    [14]
    14. Tamping device for track bed compaction, comprising
    - an assembly carrier (7),
    - A tamping unit (8) mounted on the unit carrier (7)
    a drive device (9) for providing a driving force (Fa) and for displacing the tamping unit (8) relative to the unit carrier (7),
    - A driving force sensor system for detecting a first measured variable (p K , Pkr, Fa) corresponding to the driving force (F A ), an acceleration sensor system for detecting a second measured variable corresponding to an acceleration (az) of the tamping unit (8) (e.g. , v z , a z ) and
    - An evaluation unit (19) for determining a ballast force (Fs) acting on the tamping unit (8) on the basis of the first measured variable (p K , pkr, F a ) and the second measured variable (z, v z , a z ).
    [15]
    15. Track construction machine, having
    - a machine frame (2),
    - At least two axles (3) mounted on the machine frame (2) with rail-guidable wheels (6) arranged thereon, a machine drive (4) for rotating the wheels (6) of at least one of the axles (3) and
    - At least one tamping device (5) fastened to the machine frame (2) according to claim 14.
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    同族专利:
    公开号 | 公开日
    EP3728736A1|2020-10-28|
    CN111479965A|2020-07-31|
    WO2019120829A1|2019-06-27|
    AT520791B1|2020-08-15|
    EA202000146A1|2020-09-11|
    US20200392672A1|2020-12-17|
    JP2021507151A|2021-02-22|
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    DE2558236A1|1975-01-28|1976-07-29|Plasser Bahnbaumasch Franz|PROCEDURE AND EQUIPMENT FOR DETERMINING THE CONDITION OR THE DENSITY OF COARSE-GRAINED GOOD, IN PARTICULAR A TRACK BALL BED|
    GB2451310A|2007-07-21|2009-01-28|Monition Ltd|Monitoring the maintenance condition of a tamping machine|
    WO2017129215A1|2016-01-26|2017-08-03|Plasser & Theurer Export Von Bahnbaumaschinen Gesellschaft M.B.H.|Method for compacting the ballast bed of a track, and tamping unit|
    EP3239398A1|2016-04-29|2017-11-01|HP3 Real GmbH|Tamping unit for a rail tamping machine|DE102020201689A1|2020-02-11|2021-08-12|Robel Bahnbaumaschinen Gmbh|Processing system and method for performing track work|DE59506872D1|1994-06-17|1999-10-28|Plasser Bahnbaumasch Franz|Process for the continuous measurement of the lateral displacement resistance of a track|
    AT5768U3|2002-07-29|2003-09-25|Plasser Bahnbaumasch Franz|tamping machine|
    AU2012398058A1|2012-12-27|2015-08-13|Acciona Infraestructuras, S.A.|Predictive method for analysing tampering equipment, and tampering equipment|
    AT515801B1|2014-09-16|2015-12-15|System 7 Railsupport Gmbh|Method for compacting the ballast bed of a track|
    CN107227661B|2017-06-12|2018-10-23|东北大学|A kind of exciting of hydraulic tamping machine and tamping unit and parameter determination method|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA493/2017A|AT520791B1|2017-12-21|2017-12-21|Method for operating a tamping unit of a track construction machine as well as tamping device for track bed compaction and track construction machine|ATA493/2017A| AT520791B1|2017-12-21|2017-12-21|Method for operating a tamping unit of a track construction machine as well as tamping device for track bed compaction and track construction machine|
    EP18811471.4A| EP3728736A1|2017-12-21|2018-11-20|Method for operating a tamping assembly of a track construction machine, and tamping device for track bed compaction, and track construction machine|
    EA202000146A| EA202000146A1|2017-12-21|2018-11-20|A METHOD FOR OPERATING THE SLEEPING MACHINE OF THE TRAVELING MACHINE, AS WELL AS THE SLEVERING DEVICE FOR COMPACTING THE CRAWLER BED OF THE RAILWAY AND THE WAYING MACHINE|
    US16/763,133| US20200392672A1|2017-12-21|2018-11-20|A method of operating a tamping unit of a track maintenance machine, and a tamping device for ballast bed consolidation, and a track maintenance machine|
    CN201880081399.7A| CN111479965A|2017-12-21|2018-11-20|Method for operating a tamping unit of a track maintenance machine, tamping device for a ballast bed and track maintenance machine|
    PCT/EP2018/081932| WO2019120829A1|2017-12-21|2018-11-20|Method for operating a tamping assembly of a track construction machine, and tamping device for track bed compaction, and track construction machine|
    JP2020534408A| JP2021507151A|2017-12-21|2018-11-20|How to operate the compaction unit of the track construction machine and the compaction device and track construction machine for track bed compaction|
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