Lateral stabilization unit for railway track

Abstract

A transverse stabilization unit for a railway track (10), comprising a chassis (12) resting on at least two pairs of rollers (14, 16) defining a rolling plane (PR) and a longitudinal central plane (PL) of the chassis (12) perpendicular to the rolling plane (PR), each pair of rollers (14, 16) comprising a right roller (142, 162) and a left roller (141, 161), the right and left rollers are located on the right and left sides of the longitudinal center plane (PL), respectively, and are arranged to roll on the right (22) and left (21) of the railway track, respectively, the chassis (12) carrying a vibration exciter (18) with four counterweights (1, 2, 3, 4), each of which is rotatably movable about an axis of rotation (A1, A2, A3, A4), the axes of rotation (A1, A2, A3, A4) of the four weights (1, 2, 3, 4) are parallel to the same reference direction (A) of the chassis (12), the stabilizing unit (10) being characterized in that the reference direction (A) is perpendicular to the rolling plane (PR).

Description

Technical Field

[0001] The present invention relates to a unit for lateral stabilizing a railway line, the unit being designed for integration into a machine for stabilizing a railway line, or more generally, into a railway working machine. Background Technology

[0002] After tamping, a railway track stabilizing machine is used to increase the lateral resistance of the track and allow for rapid use of the track without excessive speed restrictions.

[0003] Document US 2021071369 describes a railway track stabilization machine including a track stabilization unit. The track stabilization unit includes a chassis resting on a pair of wheel rollers forming a rolling plane and perpendicular to its longitudinal center plane. The stabilization unit is vertically adjustable and includes an exciter comprising at least one pair of counterweights, each counterweight rotating about an axis of rotation parallel to the rolling plane and extending in the longitudinal direction of the track. The stabilization unit is associated with a drive mechanism for controlling the rotational speed of the counterweights and their relative phase. The pair of counterweights rotate in opposite directions, thereby generating a resultant vibration force parallel to the rolling plane. In practice, the machine is equipped with at least two pairs of counterweights, where the first pair is located at a first distance from the rolling plane, and the second pair is located at a second distance from the rolling plane greater than the first distance. However, due to the positioning of the two pairs of counterweights, the resultant vibration force is centered between the two pairs, i.e., at a certain distance above the rolling plane, which is not conducive to perfect control of the force transmitted to the track and requires special positioning to ensure the stability of the stabilization unit. Furthermore, in cases of unsynchronized counterweights, such as during an emergency stop, vertical force components may be generated, potentially damaging the track or stabilizing unit. Summary of the Invention

[0004] The present invention aims to provide a unit for stabilizing railway tracks that at least partially overcomes the shortcomings of the prior art.

[0005] To this end, according to a first aspect of the invention, a lateral stabilizing unit for railway tracks is provided, the unit comprising a chassis resting on at least two pairs of rollers defining a rolling plane and a longitudinal center plane of the chassis perpendicular to the rolling plane. Each pair of rollers includes a right roller and a left roller, the right roller and the left roller being located on the right and left sides of the longitudinal center plane, respectively, and arranged to roll on the right and left rails of the railway track, respectively. The chassis carries an exciter having four counterweights, each of the four counterweights being rotatably movable about a rotation axis parallel to the same reference direction of the chassis. The reference direction of the stabilizing unit is perpendicular to the rolling plane.

[0006] During rotation, the counterweight generates a resultant force parallel to the rolling plane. In the event of an emergency stop, the vertical axis of rotation has the advantage of maintaining a horizontal resultant force and allows the track to remain stable.

[0007] The stabilizing unit is preferably adjusted vertically by an adjusting tool (e.g., by a left support jack and a right support jack located on the left and right sides of the longitudinal center plane, respectively). Two counterweights are located on the left side of the longitudinal center plane, and two counterweights are located on the right side of the longitudinal center plane.

[0008] In practice, several stabilizing units can be longitudinally integrated into a track stabilizing machine that moves continuously on a guide rail.

[0009] In one embodiment, each of the four counterweights has a center of gravity, and the centers of gravity of the four counterweights are located at equal distances from the rolling plane. When the centers of gravity of the counterweights are aligned, the force vectors of the four counterweights are collinear and added together to obtain a resultant force, the direction of which is parallel to the rolling plane. The alignment of the counterweights also allows for the avoidance of torque, which could lead to track instability.

[0010] The closer the resultant force is to the rolling plane, the faster and more accurately the track stabilizes. Therefore, the centers of gravity of the four counterweights are located less than 30 cm from the rolling plane.

[0011] In fact, the four counterweights have the same mass, and the centers of gravity of the four counterweights are located at equal distances from the axes of rotation of the four counterweights.

[0012] It is worth noting that the four counterweights are located at a constant distance from the rotation axes of these four counterweights. In other words, the stabilizing unit is not equipped with a device to change this distance. For example, each counterweight may form a partial or non-deformable structure whose reference axis coincides with the corresponding rotation axis.

[0013] According to one embodiment, each of the two pairs of rollers is associated with a transverse plane perpendicular to the rolling plane, the transverse plane including the rotation axes of the right and left rollers of the associated pair, the transverse plane being perpendicular to the longitudinal center plane of the stabilizing unit's chassis. For a compact stabilizing unit, the rotation axes of four counterweights are located between the transverse planes associated with the two pairs of rollers. Preferably, these four rotation axes of the counterweights include two first rotation axes and two second rotation axes, the two first rotation axes being located at equidistant distances from the transverse plane associated with the first pair of rollers, and the two second rotation axes being located at equidistant distances from the transverse plane associated with the second pair of rollers. This arrangement also allows for limiting the amplitude of torque in cases where the counterweights are out of sync and generate unwanted torque about the vertical center axis of the stabilizing unit.

[0014] The following are different implementation examples: - The four counterweights' rotation axes include two right-hand rotation axes located to the right of the longitudinal center plane and equidistant from it, and two left-hand rotation axes located to the left of the longitudinal center plane and equidistant from it; or - The rotation axes of the four counterweights are located in the same transverse vertical plane perpendicular to the longitudinal center plane; or - The rotation axes of the four counterweights are located in the same longitudinal vertical plane, parallel to the longitudinal center plane; - The rotation axes of the four counterweights are located in the longitudinal center plane.

[0015] To ensure uniform stability of the two guide rails along their entire length, the distance between the two right-hand rotation axes and the longitudinal center plane should be equal to the distance between the two left-hand rotation axes and the longitudinal center plane. According to another embodiment, the distance between the two rotation axes and the longitudinal center plane can be varied according to instructions to allow the stabilizing unit to adapt to the spacing of the railway tracks.

[0016] According to a preferred embodiment, the rotating shafts of the four counterweights are closer to the longitudinal center plane than the four rollers. In this configuration, the resultant force acts primarily on the interior of the rails of the railway track, and the resulting stabilizing unit is compact.

[0017] In one embodiment, the stabilizing unit includes four bearings, each associated with one of four rollers to rotatably guide the associated roller, with each of the four rollers positioned between the associated bearing and a longitudinal center plane. Alternatively, the stabilizing unit includes four bearings, each associated with one of four rollers to guide the rotation of the associated roller, with each of the four bearings located between the associated roller and a longitudinal center plane.

[0018] According to one embodiment, the stabilizing unit includes means for synchronously driving four counterweights at the same rotational frequency, two of the four counterweights in one rotational direction and the other two in opposite rotational directions, to generate a resultant force perpendicular to the longitudinal center plane. The driving means directly drives the four counterweights, which are eccentrically fixed. The driving means is preferably carried by a chassis and, according to different alternative embodiments, may include: - Four independent engines, each driving one of the four counterweights; or - Two motors rotate four counterweight gears, with each motor driving two counterweight gears in opposite directions. This configuration increases the compactness of the track stabilizing unit; or - A single engine that drives four counterweight gears.

[0019] The link between the engine and the four counterweight gears can be implemented as a fixed-ratio gear system, such as a combination of planetary gears or any device that mechanically changes the relative phase of the counterweight gears.

[0020] In another embodiment, the drive unit preferably includes an encoder-type angle sensor (preferably absolute) for measuring the increment of the relative position of the counterweight; and an electronic controller implementing a phase-locked loop servo to ensure the synchronization of the counterweight.

[0021] According to one embodiment, the drive device is capable of cooperatively changing the relative rotational phase of the four counterweights and varying the amplitude of the resultant force between 0 and its maximum value. Control of the unbalanced relative phases allows the amplitude of the vibration to vary between zero and its maximum value.

[0022] In one embodiment, the rotation frequency is between 35 Hz and 45 Hz. This frequency range is particularly suitable for the excitation of ballast materials, with the aim of stabilizing them. Preferably, the rotation frequency can be adjusted within a frequency range including the interval between 35 Hz and 45 Hz. This allows for the excitation of the ballast material within this frequency range. Attached Figure Description

[0023] Referring to the accompanying drawings, other features and advantages of the present invention will become apparent from the following description, including: -[ Figure 1 ] Figure 1 A schematic front view of a track stabilizing unit with four counterweights according to an embodiment of the present invention is shown. -[ Figure 2 ] Figure 2 The schematic map shows in Figure 1 The top view of the orbit stabilization unit shown in the image; -[ Figure 3 ] Figure 3 The diagram shows Figure 1 A summary of the orbit stabilization unit shown; - [ Figure 4 ] Figure 4 The top view schematically illustrates the synchronization at four consecutive moments during one rotation of the four counterweights. Figure 1 The method of using four counterweights in the stabilizing unit shown in the diagram generates a lateral force with zero amplitude; -[ Figure 5 ] Figure 5 The top view schematically illustrates how to make Figure 1 Another method to synchronize the four counterweights of the stabilizing unit shown in the diagram at four different moments during a single rotation of the four counterweights, thereby generating the maximum lateral force; -[ Figure 6 ] Figure 6The figure illustrates the change of the resultant force over time according to the second embodiment.

[0024] For clarity, the same or similar elements in all the figures are labeled with the same figure reference numerals. Detailed Implementation

[0025] Figures 1 to 3 The diagram shows a track stabilization unit 10 mounted on a chassis 12, wherein the stabilization unit 10 is assembled into a track stabilization machine.

[0026] The chassis 12 of the stabilizing unit 10 moves railway tracks on the right track 22 and the left track 21 using at least one first pair of rollers 14 rotating about a first rotation axis 140 and a second pair of rollers 16 rotating about a second rotation axis 160. The rotation axes 140 and 160 are located in a rolling plane PR parallel to the tracks. Each pair of rollers (14, 16) includes a left roller (141, 161) and a right roller (142, 162), which are located to the left and right of a longitudinal center plane PL perpendicular to the rolling plane PR, respectively. A first transverse plane PT1, perpendicular to the rolling plane PR and including the first pair of rollers 14, is associated with the first pair of rollers 14; a second transverse plane PT2, perpendicular to the rolling plane PR and including the second pair of rollers 16, is associated with the second pair of rollers 16.

[0027] Between each roller of the chassis 12 and the longitudinal center plane PL are bearings 11, which guide the roller to rotate on the guide rail. In another embodiment, not shown, the guide bearings are located laterally outside the guide rail, such that each roller (141, 142, 161, 162) is located between the longitudinal center plane PL and the bearing 11.

[0028] The expansion cylinder 30 connects the left roller (141, 161) and right roller (161, 162) of a pair of rollers (14, 16) and allows the distance between the rollers (141, 142, 161, 162) to reach the spacing of the guide rails of the track being processed. Left support cylinders 32 and right support cylinders 34, respectively mounted to the left and right sides of the longitudinal center plane PL, allow for vertical adjustment of the stabilizing unit 10 to fix it to / bring it closer to the railway track or to release the stabilizing unit from / move it away from the railway track. In another embodiment, the stabilizing unit 10 includes a single support cylinder located at its center.

[0029] Outer rollers 36 are also mounted on each side of the longitudinal center plane PL on the chassis 12. When the stabilizing unit 10 is in operation, the control member presses the outer rollers 36 against the guide rails (21, 22) from the outside of the railway track in order to transmit the vibrations generated by the stabilizing unit 10 to the guide rails (21, 22). In one embodiment, the control member is a control lever 38.

[0030] The stabilizing unit 10 includes an exciter with counterweights 18 of equal mass. The exciter includes a first counterweight 1 rotating about a first rotation axis A1, a second counterweight 2 rotating about a second rotation axis A2, a third counterweight 3 rotating about a third rotation axis A3, and a fourth counterweight 4 rotating about a fourth rotation axis A4. The four rotation axes (A1, A2, A3, A4) are parallel to the vertical reference direction A. The centers of gravity of the four counterweights (1, 2, 3, 4) are preferably located at equal distances (less than 30 cm) from the rolling plane PR and at equal distances from their respective rotation axes (A1, A2, A3, A4). It should be noted that the centers of gravity of the four counterweights (1, 2, 3, 4) are at a constant distance from their respective rotation axes (A1, A2, A3, A4).

[0031] The four rotation axes (A1, A2, A3, A4) of the four counterweights (1, 2, 3, 4) are preferably located at equidistant distances from the longitudinal center plane PL, with the first axis A1 and the third axis A3 located to the left of the longitudinal center plane PL, and the second axis A2 and the fourth axis A4 located to the right of the longitudinal center plane PL. Furthermore, the rotation axes (A1, A2, A3, A4) of the four counterweights (1, 2, 3, 4) are closer to the longitudinal center plane PL than the four rollers (141, 142, 161, 162) of the stabilizing unit 10, which allows for a compact stabilizing unit 10 and simultaneous stabilization operations on adjacent tracks. Finally, the rotation axes (A1, A2, A3, A4) of the counterweights (1, 2, 3, 4) are located between the first transverse plane PT1 and the second transverse plane PT2 associated with the two pairs of rollers (14, 16).

[0032] The four counterweights (1, 2, 3, 4) of the stabilizing unit 10 are driven to rotate by a drive unit 20, which consists of four motors, one for each counterweight. An electronic control system integrated into the drive unit ensures the synchronization of the motors. This electronic control system implements phase-locked loop (PLL) servo control to ensure the synchronization of the counterweights. If necessary, the drive can be direct, i.e., there is no reduction gear between the motor output shaft and the driven counterweight shaft.

[0033] According to another embodiment (not shown), the drive unit 20 includes two motors, the first motor driving two counterweights (1, 3) in opposite directions, and the second motor driving two other counterweights (2, 4) in opposite directions. In this configuration, the synchronization of the counterweights (1, 3) and the counterweights (2, 4) is achieved by gear connections between two shafts (A1, A3) and two shafts (A2, A4).

[0034] When the stabilizing unit 10 is in operation, counterweights 1 and 3, as well as counterweights 2 and 4, rotate in opposite directions, resulting in a resultant force Fres parallel to the rolling plane RP and along the transverse direction of the track at any given time. The resultant force Fres causes vibrations, which are transmitted via the rollers (141, 142, 161, 162) of the chassis 12 and the outer roller 36 to the guide rails (21, 22) and the sleepers of the track. These vibrations cause vibrations in the track ballast, thereby enabling it to be compacted and secured.

[0035] Therefore, at any given time, counterweights 1, 2, 3, and 4 produce corresponding forces F1, F2, F3, and F4, which are defined as follows: [Mathematical Expression 1] [Mathematical Expression 2] [Mathematical Expression 3] [Mathematical Expression 4] in, ω is the phase angle of the counterweights (1, 2, 3, 4) relative to their initial positions and is applied by the drive device 20, while ω is the angular velocity of the counterweights (1, 2, 3, 4). The resultant force Fres makes: [Mathematical Expression 5]

[0036] The magnitude of the force Fres depends on the phase shift angle. Furthermore, its direction is only transverse to the track, where the longitudinal component of the force Fres is zero.

[0037] Figure 4 The positions of four counterweights (1, 2, 3, 4) at different times are shown, where the phase difference between the counterweights is angular. 1. This corner 1 equals 90°.

[0038] exist Figure 4In equation a, the forces generated by a pair of counterweights cancel each other out: the first counterweight 1 and the second counterweight 2 generate forces F1 and F2 respectively, acting in the same direction, having the same magnitude, and pointing in opposite directions; the third counterweight 3 and the fourth counterweight 4 generate forces F3 and F4 respectively, acting in the same direction, having the same magnitude, and pointing in opposite directions. The resultant force Fres is therefore zero.

[0039] Similarly, Figure 4 b、 Figure 4 c and Figure 4 The counterweights (1, 2, 3, 4) shown in diagram d cancel each other out. Therefore, the resultant force Fres is zero. Figure 4 In all intermediate positions between those positions shown, the net force Fres remains zero.

[0040] Figure 5 It shows different times and for phase shift The positions of the counterweights (1, 2, 3, 4) where 2 is zero.

[0041] exist Figure 5 In step a, the first counterweight 1 and the second counterweight 2 generate forces F1 and F2, respectively, which are in the same direction, have the same orientation, and are of the same magnitude. The third counterweight 3 and the fourth counterweight 4 generate forces F3 and F4, respectively, which are in the same direction, have the same orientation, and are of the same magnitude. The resultant force Fres is therefore parallel to the rolling plane PR and is equal to the sum of forces F1, F2, F3, and F4.

[0042] exist Figure 5 In equation b, the forces generated by the counterweights cancel each other out: the first counterweight 1 and the third counterweight 3 generate forces F1 and F3 respectively, which are in the same direction, have the same magnitude, and point in opposite directions; the second counterweight 2 and the fourth counterweight 4 generate forces F2 and F4 respectively, which are in the same direction, have the same magnitude, and point in opposite directions. Therefore, Fres is zero.

[0043] Similar to Figure 5 a, by Figure 5 The forces generated by the counterweights (1, 2, 3, 4) shown in c are added together to produce a resultant force Fres parallel to the rolling plane PR and equal to the sum of forces F1, F2, F3, F4.

[0044] Similar to Figure 5 b, by Figure 5 The forces generated by the counterweights (1, 2, 3, 4) shown in d cancel each other out. The resultant force Fres is zero.

[0045] Therefore, it can be understood that during one rotation, the amplitude of the transverse force Fres is equal to 4mrω. 2 The amplitude varies sinusoidally. Figure 6 This shows the effect of phase shift angle. 2. The change of force Fres over time.

[0046] At the corner 1 with angle Between 2, other phase shift angles can be applied to the counterweights (1, 2, 3, 4). Then, the resultant force Fres remains transverse, i.e., perpendicular to the longitudinal center plane PL, and its variation with time is sinusoidal, having a frequency. And amplitude 4mrω 2 cos( ), its following At 0 and 4mrω 2 The frequency varies between these phases. This is achieved by keeping the frequency constant and changing the phase shift. Therefore, the intensity of the vibration transmitted to the track can be changed. This modulation capability is used to adapt to the processed... The type of track (e.g., concrete or wooden track) and / or the forward speed of the stabilizer.

[0047] This provides a means to change the amplitude of the lateral stabilizing force without having to change the distance between the center of gravity of the counterweight and its axis of rotation, thereby simplifying the structure of the stabilizing unit.

[0048] Naturally, the examples provided in the accompanying drawings and discussed above are for illustrative purposes only and are not intended to be exhaustive. It should be clearly understood that the different embodiments illustrated can be combined with each other to present other embodiments.

Claims

1. A lateral stabilizing unit for a railway track (10), the lateral stabilizing unit comprising a chassis (12) resting on at least two pairs of rollers (14, 16), the at least two pairs of rollers (14, 16) defining a rolling plane (RP) and a longitudinal center plane (LP) of the chassis (12) perpendicular to the rolling plane (RP), each pair of rollers (14, 16) comprising a right roller (142, 162) and a left roller (141, 161), the right roller (142, 162) and the left roller (141, 161) respectively located in the longitudinal center plane (LP). The right and left sides are arranged to roll on the right rail (22) and left rail (21) of the railway track, respectively. The chassis (12) carries an exciter (18) with four counterweights (1, 2, 3, 4), each of which is rotatable about a rotation axis (A1, A2, A3, A4). The rotation axes (A1, A2, A3, A4) of the four counterweights (1, 2, 3, 4) are parallel to the same reference direction (A) of the chassis (12). The stabilizing unit (10) is characterized in that the reference direction (A) is perpendicular to the rolling plane (RP).

2. The lateral stabilizing unit (10) according to claim 1, characterized in that, Each of the four counterweights (1, 2, 3, 4) has a center of gravity, which is located at an equal distance from the rolling plane (PR).

3. The lateral stabilizing unit (10) according to claim 2, characterized in that, The centers of gravity of the four counterweights (1, 2, 3, 4) are located at a distance of less than 30 cm from the rolling plane (PR).

4. The lateral stabilizing unit (10) according to any one of claims 2 or 3, characterized in that, The four counterweights (1, 2, 3, 4) have the same mass, and the center of gravity of the four counterweights (1, 2, 3, 4) is located at an equal distance from the rotation axis (A1, A2, A3, A4) of the four counterweights.

5. The lateral stabilizing unit (10) according to any one of claims 2 to 4, characterized in that, The four counterweights (1, 2, 3, 4) are located at a constant distance from the rotation axes (A1, A2, A3, A4) of the four counterweights.

6. The lateral stabilizing unit according to any one of the preceding claims, characterized in that, Each of the two pairs of rollers (14, 16) is associated with a transverse plane (PT1, PT2) perpendicular to the rolling plane (PR), the transverse plane (PT1, PT2) including the rotation axis (140) of the right roller (142, 162) and the rotation axis of the left roller (141, 161) of the associated pair of rollers (14, 16), the transverse plane being perpendicular to the longitudinal center plane (PL) of the chassis (12) of the stabilizing unit (10).

7. The lateral stabilizing unit (10) according to claim 6, characterized in that: - The rotation axes (A1, A2, A3, A4) of the four counterweights (1, 2, 3, 4) are located between the transverse planes (PT1, PT2) associated with the two pairs of rollers (14, 16); and / or - The rotation axes of the four counterweights (1, 2, 3, 4) include two first rotation axes (A3, A4) and two second rotation axes (A1, A2), the two first rotation axes (A3, A4) being located at a distance equal to the transverse plane (PT1) associated with the first pair of rollers (14), and the two second rotation axes (A1, A2) being located at a distance equal to the transverse plane (PT2) associated with the second pair of rollers (16).

8. The lateral stabilizing unit (10) according to any one of the preceding claims, characterized in that, Use one of the following alternative arrangements: - The rotation axes (A1, A2, A3, A4) of the four counterweights (1, 2, 3, 4) include two right rotation axes (A2, A4) located on the right side of the longitudinal center plane (PL) and equidistant from the longitudinal center plane (PL), and two left rotation axes (A1, A3) located on the left side of the longitudinal center plane (PL) and equidistant from the longitudinal center plane (PL); or - The rotation axes (A1, A2, A3, A4) of the four counterweights (1, 2, 3, 4) are located in the same transverse vertical plane perpendicular to the longitudinal center plane; or - The rotation axes (A1, A2, A3, A4) of the four counterweights (1, 2, 3, 4) are located in the same longitudinal vertical plane parallel to the longitudinal center plane; - The rotation axes (A1, A2, A3, A4) of the four counterweights (1, 2, 3, 4) are located in the longitudinal center plane.

9. The lateral stabilizing unit (10) according to any one of the preceding claims, characterized in that, The rotation axes of the four counterweights (1, 2, 3, 4) are closer to the longitudinal center plane (PL) than the four rollers (14, 16).

10. The lateral stabilizing unit (10) according to any one of claims 1 to 9, characterized in that, The stabilizing unit (10) includes four bearings (11), each bearing being associated with one of the four rollers (14, 16) to rotatably guide the associated roller, each of the four rollers (1, 2, 3, 4) being located between the associated bearing and the longitudinal center plane (PL).

11. The lateral stabilizing unit (10) according to any one of claims 1 to 9, characterized in that, The stabilizing unit (10) includes four bearings (11), each bearing being associated with one of the four rollers (14, 16) to rotatably guide the associated roller, each of the four bearings being located between the associated roller and the longitudinal center plane (PL).

12. The lateral stabilizing unit (10) according to any one of the preceding claims, characterized in that, The stabilizing unit (10) includes a drive device (20) for the four counterweights (1, 2, 3, 4), the drive device (20) for synchronously driving the four counterweights at the same rotation frequency, two of the four counterweights in one rotation direction and the other two of the four counterweights in opposite rotation directions, so as to generate a resultant force perpendicular to the longitudinal center plane.

13. The lateral stabilizing unit (10) according to claim 12, characterized in that, The drive device (20) is capable of changing the relative rotation phase of the four counterweights (1, 2, 3, 4) in a coordinated manner and changing the amplitude of the resultant force between 0 and the maximum value.

14. The lateral stabilizing unit (10) according to claim 12 or claim 13, characterized in that, The rotation frequency is between 35Hz and 45Hz.

15. The lateral stabilizing unit (10) according to any one of claims 12 to 14, characterized in that, The rotation frequency is adjustable within a frequency range including 35Hz and 45Hz.

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