Machine and method for compacting the ballast bed of a track

Abstract

A machine (1) for compacting a ballast bed (9) of a track (4) comprising a machine frame (2) supported on a rail bogie (3) and a stabilizing assembly (10) connected to the machine frame (2) so as to be height-adjustable, the stabilizing assembly (10) comprising a vibratory drive (16), a shaft (17) with flanged rollers (18) capable of running on rails (6) of the track (4), the shaft (17) being capable of varying the mutual spacing between the flanged rollers (18) extending perpendicularly to the longitudinal direction (11) of the machine by means of a spreading drive (19), and roller tongues (21) capable of abutting against the rails (6) by means of a clamping drive (23), the spreading drive (19) and / or the clamping drive (23) being capable of applying a predetermined variable horizontal load force (F) to the rails (6). B ) and is configured to apply a variable load force (F B ) caused by the runout of the rail head (Δs L / R ) and / or gauge width changes (s1, s2, Δs1, Δs2) are arranged on the machine (1). In this way, the stabilization assembly (10) makes it possible to check whether the track (5) itself is stable.

Description

[Technical Field]

[0001] The invention relates to a machine for compacting the ballast bed of a track, comprising a machine frame supported on a rail bogie and a stabilizing assembly connected to the machine frame so as to be height adjustable, the stabilizing assembly comprising a vibratory drive, an axle with flanged rollers runnable on the rails of the track, the spacing between the flanged rollers, extending perpendicular to the longitudinal direction of the machine, being variable by means of a spreading drive, and roller tongues that can abut against the rails by means of a clamping drive. The invention also relates to a method for operating the machine. [Background technology]

[0002] To generate or restore a desired track position, a track with a ballast bed is processed by a compaction machine. Specifically, the position of the track supported on the ballast bed, which consists of sleepers and rails attached to the sleepers by rail fastening devices, is corrected. During the correction process, the compaction machine travels along the track and lifts the track to the over-corrected target position by means of a lifting / alignment assembly. The new track position is fixed by compacting the track with the compaction assembly. A sufficient, and especially uniform, load-bearing capacity of the ballast bed is an essential prerequisite for the stability of the track position in railway operations.

[0003] Therefore, machines are usually used to stabilize the track after the compaction process. With so-called dynamic track stabilizers (DTS), the track is subjected to local vibrations under static loads. The vibrations allow the particles to move and displace within the particle structure, allowing them to accumulate more densely. The compaction of the ballast achieved in this way increases the load-bearing capacity of the track and prevents track settlement due to operation. An increase in lateral displacement resistance is also closely related to compaction.

[0004] EP 0 616 077 A1 discloses a corresponding machine with a stabilizing assembly arranged between two rail bogies. The stabilizing assembly includes flanged rollers that run on the track and transmit the vibrations generated by the vibrating drive to the track. During the stabilization process, the flanged rollers, arranged on a common axis, are pressed against the inner edge of the rail head by the spreading drive to prevent play in the track. Summary of the Invention [Problem to be solved by the invention]

[0005] The present invention is based on the object of improving the machines of the type mentioned at the beginning in that weak points in the track are recognized during the stabilization process. It is also an object of the present invention to provide a corresponding method. [Means for solving the problem]

[0006] According to the invention, the above problem is solved by the features of claims 1 and 8. The dependent claims present advantageous embodiments of the invention.

[0007] The spreading and / or clamping drives are configured to apply a predetermined, variable horizontal load force to the rail, and a measuring device is provided to detect changes in rail head runout and / or gauge width caused by the variable load force. When activated, a mechanical spreading force with a predetermined profile is applied to the rail in a direction transverse to the longitudinal direction of the machine, and the resulting change in rail head runout or gauge width is measured. In this way, the stabilizing assembly makes it possible to determine whether the track itself is stable. This measurement is performed as part of the maintenance procedure performed by the stabilizing assembly, so no separate track closure is required for this inspection.

[0008] According to the arrangement of the present invention, each rail is clamped at the rail head between a flanged roller and a roller tongue. The clamping force acting on the rail by the roller tongue is adjusted to the spreading force. The sum of the spreading force and the clamping force results in a changed load force, which acts on each rail in addition to the dynamic impact force of the vibratory drive. Specifically, this change in load force is achieved by a changed spreading force and / or a changed clamping force. The change in gauge width caused by the change in load force then provides information about the status of each rail fastener.

[0009] Compared to intact rails, damaged or insufficiently fastened rail fasteners exhibit a greater change in gauge width when horizontal loads change. The detected change in gauge width can therefore be used as a characteristic quantity for the condition of the rail fasteners. Loosening of rail fasteners can occur, for example, due to excessive stress or fractures as a result of incorrect handling. Wooden sleepers deteriorate over time due to bacterial attack and weather-related influences, which can lead to loosening of rail fasteners. Visual inspection is usually insufficient in this case.

[0010] Furthermore, track sections with defective rail fasteners often cannot be detected by conventional superstructure measuring vehicles because safety-related limits have not yet been exceeded. In the present invention, previously damaged rail fasteners are recognized as such due to the dynamic impact force of the stabilization assembly. In particular, existing material cracks in the rail fastener components are escalated, thereby enabling their immediate recognition. This synergy effect is directly derived from using the stabilization assembly according to the present invention to inspect track stability. Known systems (Gauge Restraint Measuring Systems, GRMS) only measure the gauge width change as a result of the expansion axis extending along the track due to static lateral forces. In this case, there is no dynamic component that would trigger the recognition of previously damaged rail fasteners.

[0011] In an advantageous embodiment of the invention, a control device for controlling the spreading drive and the clamping drive stores a control signal for periodically varying the load force. The periodic variation of the load force is performed at a frequency significantly lower than the vibration frequency of the vibration drive. Conventionally, stabilization assemblies operate at a vibration frequency between 30 Hz and 35 Hz. Since the periodic duration of the variable load force is approximately 1 second, this 1 Hz frequency is significantly lower than the vibration frequency. In this way, the detrimental effect of vibrations on the runout of the rail head caused by the load force is avoided. The measured runout value or gauge width change can be unambiguously associated with the periodic low-frequency progression of the load force.

[0012] Advantageously, the measuring device is coupled to the shaft of the flanged roller, so that the measurement of the gauge width is carried out directly in the force axis of the spreading force acting on the rail, and so that a direct relationship between the spreading force and the gauge width is determined.

[0013] In a further development of the invention, the measuring device is coupled to an evaluation device, which is configured to evaluate the rail fasteners based on the detected changes in rail head runout and / or gauge width, and which enables an automated evaluation of the state of the respective rail fasteners.

[0014] Advantageously, the evaluation device is configured to evaluate the rail head runout and / or gauge width values ​​detected at a measurement point, which are dependent on the course of the changed load values, in order to evaluate the state of the rail fasteners located in the area of ​​the measurement point. In this way, value pairs of the force-displacement diagram are detected and compared, from which state variables of the respective rail fasteners are derived.

[0015] According to a further refinement, a position determination unit is provided for detecting the rail head runout and / or gauge width changes in a position-dependent manner. The position reference achieved in this way facilitates the comparison between the measurement results and the position of the respective rail fasteners on the running track. The position-dependent detection is also advantageous for documentation purposes.

[0016] In a further development of the machine, two stabilizing assemblies are arranged one after the other, each equipped with a measuring device for detecting the rail head deflection and / or gauge width change caused by the respective horizontal load force. This arrangement allows measurements to be carried out at the same point with different load forces while the machine is continuously moving forward. First, the front stabilizing assembly measures with a first load force. As soon as the rear stabilizing assembly reaches the same measuring point, a second measurement is carried out with a second load force.

[0017] In the method according to the invention, a stabilizing assembly with flanged rollers is first lowered onto the rails of the track. In a second step, a predefined and variable horizontal load force is applied to the rails by means of a spreading drive and / or a clamping drive. The resulting rail head deflection and / or gauge width change is detected by a measuring device, from which the condition of the rail fasteners can be inferred. This additional use of a stabilizing assembly is associated with low costs. The compaction process, which is to be carried out in any case, is associated with a condition check of the rail fasteners.

[0018] In an advantageous embodiment of the method, the horizontal load force is periodically varied by the control device at a frequency lower than the vibration frequency of the vibration drive. A low-frequency (e.g., 1 Hz) periodic control signal of the spreading and / or clamping drive is, as it were, modulated into the vibration profile of the vibration drive. The periodically varying load force results from the spreading force of the flanged rollers and the clamping force of the roller tongues abutting the rail from the outside. This varied load force is superimposed on the impact force acting on the rail caused by the vibration drive. This is particularly useful when operating a single stabilization assembly.

[0019] In a further variation of the method, a stabilizing assembly applies a first horizontal load force to the rail, and a further stabilizing assembly additionally applies a second horizontal load force to the rail. In this method, both stabilizing assemblies are used to measure the gauge width, which depends on the respective load forces. By defining a number of different horizontal load forces, it is possible to detect gauge width changes that are convincing for the condition of the rail fasteners.

[0020] In a further development of the method, the machine moves continuously along the track, and different spreading forces are applied to the rail in the region of each rail fastener during a passing run, and the effect on the gauge width is measured.

[0021] For automated evaluation, it is useful if the change in gauge width as a function of the changed load force is detected and evaluated by an evaluation device, for example, an algorithm being implemented in the evaluation device that compares the change in gauge width with a predetermined limit value.

[0022] In a further development of the process, rail head runout and / or gauge width values ​​determined at one measuring point and dependent on several different load values ​​are jointly evaluated by an evaluation device. Value pairs of the force-displacement diagram are correlated with each other to deduce the state of the respective rail fastener.

[0023] In a further refinement, a localization of the measuring device is carried out by a localization unit in order to detect the position-related runout of the rail head and / or the change in gauge width, the positional correlation of the results achieved thereby allowing a simple subsequent assignment to the respective rail fastener.

[0024] It is useful if assessment data for assessing the condition of each rail fastener is stored in association with its location, which data is then used to document the track inspections that have been performed.

[0025] The invention will now be described, by way of example only, with reference to the accompanying drawings, in which: [Brief explanation of the drawings]

[0026] [Figure 1] FIG. 1 is a side view of the machine with two stabilization assemblies on the track. [Figure 2] FIG. 1 is a cross-sectional view of the stabilization assembly and track. [Figure 3] FIG. 10 is a diagram showing changes in impact force and load force over time. [Figure 4] FIG. 1 is a diagram showing a rail profile. [Figure 5] FIG. 5 is a diagram related to FIG. [Figure 6] FIG. 3 is a detailed view of FIG. 2. [Figure 7] FIG. 10 shows the force progression over time. [Figure 8] Force-displacement diagram. [Figure 9] FIG. 10 is a top view of the stabilization assembly. DETAILED DESCRIPTION OF THE INVENTION

[0027] The machine 1 shown in Figure 1 is a so-called dynamic track stabilizer (DTS) comprising a machine frame 2 that can travel on a track 4 on a rail bogie 3. The track 4 comprises a track 5, which in turn consists of rails 6, rail fasteners 7 and sleepers 8, supported on a ballast bed 9. The machine 1 is typically used to prevent settlement of the track 5 after a compaction process. The invention also relates to a combined compaction and stabilization machine (not shown) or other track construction machine equipped with a stabilization assembly 10.

[0028] The illustrated machine 1 has two stabilizing assemblies 10 mounted one behind the other in the machine longitudinal direction 11 on the machine frame 2. The machine 1 further comprises a traveling drive 12, a measuring system 13 for detecting the track position, and an operator's cabin 14. Each stabilizing assembly 10 can be lowered onto the rails 6 from its inoperative position by means of a height adjustment drive 15.

[0029] Each stabilizing assembly 10 has a vibration drive 16. The vibration is usually generated by the rotation of an unbalanced mass. Each stabilizing assembly 10 further has a shaft 17 with flanged rollers 18 oriented transversely to the longitudinal machine direction 11. In the operating position, the flanged rollers 18 allow the stabilizing assembly 10 to run on the rails 6. A spreading drive 19 is arranged on the shaft 17, and the mutual spacing between the flanged rollers 18 can be changed by means of the spreading drive 19. Figure 2 shows the shaft 17 with the left and right flanged rollers 18 and the spreading drive 19.

[0030] According to the present invention, the spreading drive 19 applies a predetermined spreading force F to the rail 6. S Therefore, the spreading drive 19 is not only used to press the flanged rollers 18 against the inside of the respective rail head without play. Rather, it is then configured to apply the spreading force F with a specific amount that is set in relation to the measured gauge width s or gauge width difference Δs. S Each rail 6 is provided with a predetermined spreading force F S is applied from the inside.

[0031] The gauge width s or the gauge width difference Δs is measured by a measuring device 20. The measuring device 20 comprises, for example, an electromechanical displacement sensor coupled to the shaft 17. A first component of the sensor is connected to an axially displaceable shaft section that is connected to the left flanged roller 18. A second component of the sensor is connected to a displaceably supported shaft section of the right flanged roller 18. When the shaft sections are moved relative to one another by the spreading drive 19, the sensor components are also displaced relative to one another, thereby measuring a displacement distance. When the flanged roller 18 rests against the rail head, this displacement distance corresponds to the gauge width difference Δs.

[0032] The stabilizer assembly 10 shown in Figure 2 includes roller tongues 21 with clamp rollers 22 that can be applied from the outside to the respective rail heads. The clamp roller 22 on the left is in a clamped position. The clamp roller 22 on the right is shown in a released position. This position is utilized to avoid obstacles (e.g., spliced ​​rail joints) during operation of the stabilizer assembly 10.

[0033] In the clamped position, the clamp drive 23 applies an opening force F to the rail 6 via the clamp rollers 22. S A given clamping force F is applied against K The clamping drive 23 and the spreading drive 19 apply a desired horizontal load force F to the respective rails 6. B are adjusted to each other by the control device 24 so that

[0034] In an advantageous embodiment of the invention, the load force F B is periodically varied by the control device 24 as shown in FIG. B The change in the gauge width follows a circular function. The change in the gauge width following the load change is evaluated. A low-frequency (for example, 1 Hz) periodic control signal of the expansion drive 19 and / or the clamp drive 23 is modulated, so to speak, into the vibration change of the vibration drive. When the advance speed of the stabilization assembly 10 is about 2-2.5 km / h and with normal sleeper spacing, the load force F B The desired change in

[0035] Varying load force F B The frequency of is much lower than the vibration frequency, which is customarily located in the range of 30 Hz to 35 Hz. At this frequency value, mass inertia can be neglected. The load force F acting alternately on the outside and inside B This is also a useful variation. The rail fastening devices 7 on the outside of the rail and the rail fastening devices 7 on the inside of the rail receive the force equally.

[0036] Figure 4 shows the forces and moments acting on a rail 6. A cross section (rail profile) of the rail 6 is shown, with the rail bottom supported on an intermediate layer 25. A lateral force Y and a normal force Q are applied to the rail head by the stabilization assembly 10. The load penetration height h is determined by the dimensions of the rail profile and is measured from the bottom edge of the rail bottom to the running edge (14 mm below the top edge of the rail). The lateral force Y causes a bending moment in the rail (relative to the plane of the rail bottom), which creates a torsional moment in the longitudinal direction.

[0037] The torsional moment must be absorbed through several rail support points. At the rail support points, a reaction moment occurs against the rail bottom due to the twist of the rail 6. The rail head absorbs the applied moment M t and reaction moment M r The moment M t depends on the lateral force Y, i.e. M t =Y·h This becomes:

[0038] Reaction moment M r (restoring moment) is the sum of the normal force Q and the pressing force F of the rail fastening device 7. Skl As a result, in the plane of the rail bottom, the distance b between the center of the rail bottom and the center of gravity of the pressure distribution is M r =(Q+2 F Skl )·b This becomes:

[0039] The force or moment is the runout of the rail head Δs L / R At the edge of the rail bottom, the intermediate layer 25 experiences an edge compressive stress σ R The relationship between these quantities is shown in Figure 5, where the pressure F Skl1 ,F Skl2 ,F Skl3In particular, in the diagram on the bottom right, the applied moment M t 1 If is constant, the holding force F Skl1 ,F Skl2 ,F Skl3 As the rail head runout Δs decreases, L / R1 ,Δs L / R2 ,Δs L / R3 It can be seen that the constant moment M t 1 can be attributed to a constant lateral force Y if the rail profile is unchanged. Therefore, the diagram shows the relationship between the lateral force Y and the runout Δs of the rail head. L / R Or the change in gauge width and the holding force F Skl The latter shows the relationship between the pressing force F Skl represents the state of the rail fastening device 7.

[0040] The forces acting on the stabilization assembly 10 and the rail 6 are described in more detail with reference to Figures 6 and 7. During track stabilization, the load force F B and the impact force F of the vibration drive device 16 V and are superimposed on each rail 6. The resulting horizontal lateral force Y L ,Y R A given force F acts on the object. K ,F S and the detected runout of the rail head Δs L The gauge width difference and the measured value are fed to an evaluation device 26. An algorithm is implemented in the evaluation device 26 for evaluating the state of the respective rail fastener 7. To transmit the results, the evaluation device 26 is equipped with, for example, a wireless module 27.

[0041] Preferably, the evaluation device 26 includes a horizontal lateral force Y L ,Y R The current load penetration height h of the track 4 is also provided (FIG. 4). It is useful for determining the load penetration height h if the machine 1 is equipped with a sensor for automatically recognizing the rail profile of the track 4 while it is running. Alternatively, the load penetration height h is entered via an input device.

[0042] It is also useful to automatically detect the sleeper positions (support points of the rail 6) in order to identify the sleeper spacing. B The frequency of the transitions (FIG. 3) is adapted to the specified sleeper spacing and the forward speed of the stabilization assembly 10. This adaptation ensures that the same load force F is applied to each rail fastener 7. B is implemented so that

[0043] The vertical force Q acting on each rail 6 is preferably defined by a periodic progression. The height adjustment drive 15 is controlled by a periodic control signal in order to support the stabilization assembly 10 on the machine frame 2 with a varying force. The horizontal load force F B The frequency of the transition of Q is adapted to the transition of the normal force Q. In this way, different preload levels are taken into account when the intermediate layers 25 are pressed together. The ramp spring effect of each rail fastener 7 (spring constant of the intermediate layers 25) can then be monitored.

[0044] In the measurements shown in FIG. 6, the spreading force F applied to each rail 6 S is the clamping force F acting from the outside K Therefore, the resulting load force F B is pointing outward. This causes an increase in the gauge width s. In this case, the rail fastening device 7 located at the measurement point is defective, causing the gauge width change to exceed the allowable limit. In this specific example, the right-hand threaded portion of the cage that abuts the rail bottom is not tightened. This causes the rail 6 to twist outward in the area where the load is applied.

[0045] An exemplary progression of the individual forces F over time t is shown in FIG. 7. For illustrative purposes, a constant load force F is applied in three time phases I, II, and III, each of which is different. B0 ,F B1 ,F B2 is assumed. Impact force F V acts on both rails 6 synchronously, while the load force F BThe impact force F pushes the rails apart or towards each other. V This results in vibration of the loaded track section in the transverse direction. The load force F B acts inside the rail 5. As a result, the runout of the rail head Δs L / R Alternatively, a change in gauge width occurs, the extent of which depends on the elastic behavior of the rail 6 and the state of the rail fastening device 7.

[0046] In the first stage I, the load force F B is equal to zero. The opening force F S and clamping force F K and are the same magnitude, so that each rail 6 is simply clamped without the influence of lateral force. V The transition of the impact force F is shown by the thin solid line. V is distributed equally between both rails 6. Therefore, the resulting lateral force Y L ,Y R as the impact force F V Half of this is effective.

[0047] In the second stage II, the opening force F S is defined, so that the first load force F acting on each rail 6 B1L ,F B1R The changed opening force F S Equivalent to specifying the changed clamping force F K It is also possible to define the resulting first load force F B1L ,F B1R It would be equally useful to define the expansion force F S and / or clamping force F K is the predetermined first load force F B1L ,F B1R is varied in a control loop until

[0048] In FIG. 7, the first spreading force F S1 is the clamping force F KSince each first load force F is larger than B1L ,F B1R Specifically, the first load force F on the left side acts outward. B1L is the first load force F on the right side B1R In the diagram, the force acting on the left rail 6 is shown as positive, and the force acting on the right rail is shown as negative. B1L ,Y 1L is shown by the dashed line, and the force F acting on the right rail 6 B1R ,Y 1R is shown by a dashed line.

[0049] In the third stage III, the controller 24 adjusts the first opening force F S1 A second spreading force F greater than S2 The clamping force F K remains unchanged, and therefore the second load force F acting on each rail 6 B2L ,F B2R The changing load force F B2L ,F B2R and the corresponding clamping force F K It can also be specified by varying the load force F B1L ,F B1R ,F B2L ,F B2R makes it possible to detect the change in gauge width s as a result of two different loading conditions.

[0050] Lateral force Y acting on left rail 6 1L ,Y 2L is the impact force F V Half of the load force F on the left side B1L ,F B2L The total force is the impact force F V Half of this and the opposing load force F on the right B1R ,F B2R The total force is the lateral force Y 1R ,Y 2R The lateral forces Y act on the right rail 6. 1L ,Y 1R or Y 2L,Y 2R is the total outward impact force F V This generates a load force F B1L ,F B1R or F B2L ,F B2R cancel each other out at the gauge width s, causing the gauge width s to change.

[0051] Figure 8 shows the relationship between the gauge width s and the expansion force F S or the resulting load force F B In the first stage I according to FIG. 7, the opening force F S and clamping force F K In the second stage II, the first increased spreading force F S1 is defined, from which the first load force F acting on each rail 6 is calculated. B1L ,F B1R The resulting new gauge width s1 or first gauge width difference Δs1 is measured by the measuring device 20. In the third stage III, an increasingly increased second spreading force F S2 The resulting increased load force F B2L ,F B2R Based on this, the gauge width s increases to a higher value s2, resulting in a second gauge width difference Δs2.

[0052] From the first gauge width difference Δs1, inferences can already be drawn about the quality of the rail fastener 7 located at the measurement point. In particular, the difference Δs2 between the two gauge width values ​​s1, s2 under several different load conditions forms a characteristic quantity for evaluating the respective rail fastener 7. Derived characteristic quantities, such as the slope of the gauge width profile in dependence on the load change, are also convincing.

[0053] To detect changes in gauge width in relation to their position, the machine 1 is usefully equipped with a localization unit 28, e.g., a GNSS module arranged on the roof of the machine 1. To determine the position of the current measurement point, the relative position of the stabilization assembly 10 or the measuring device 20 with respect to the GNSS module is evaluated together. The localization unit 28 can also be arranged directly on the stabilization assembly 10 or on the rail bogie 3.

[0054] In a simple embodiment of the invention, the measurement results of the measuring device 20 are displayed in real time to the operator in the cabin 14, who can react immediately to this and document the defective rail fasteners 7. A location unit 28 allows the measurement or evaluation data to be stored in association with the location. In this way, the condition of the rail fasteners 7 on the entire section of track 4 traveled by the machine 1 is automatically documented. If necessary, the results are transmitted via the wireless module 27 to a central location in order to arrange for the repair of the defective rail fasteners 7.

[0055] For efficient and accurate condition inspection of the rail fastening devices 7, the machine 1 is equipped with two stabilizing assemblies 10 arranged in tandem as shown in Figures 1 and 9. Each stabilizing assembly 10 has a predetermined extension force F S and has its own measuring device 20. For this purpose, the spreading drive 19 of each front shaft 17 is controlled by a corresponding control device 24. For example, a constant first load force F B1L ,F B1R The first spreading force F S1 The predetermined second spreading force F of the posterior stabilization assembly 10 is defined as S2 is the constant second load force F B2L ,F B2R causes.

[0056] The two measuring devices 20 measure the respective gauge widths s1, s2 in relation to the position. The detected gauge width values ​​s1, s2 are supplied to an evaluation device 26 in order to determine a characteristic value associated with the position. A convincing indicator of the condition of the rail fasteners is obtained by applying a number of different load forces F B1L ,F B1R ,F B2L ,F B2R is the difference between the gauge widths s1 and s2 as a result of

[0057] In Figure 8, the results of measurements with an intact rail fastener 7 are shown by dashed lines. The measured gauge widths s1, s2 and gauge width differences Δs1, Δs2 result from the normal elastic behavior of the rail 5. In the case of a defect in the rail fastener 7, the measured values ​​(dashed-dotted lines in Figure 8) for the gauge widths s1', s2' and gauge width differences Δs1', Δs2' change from the existing gauge width s0. The mutual ratios of the measured values ​​s1', s2', Δs1', Δs2' also differ from the results with an intact rail fastener 7. For example, in the case of a loosened fastener 7, the spreading force F S A slight increase in s will widen the gauge width s.

[0058] The measurement results therefore provide a useful database for deriving characteristic quantities which are used to evaluate the condition of the respective rail fastening device 7. In the simplest case, the increased spreading force F S are the same, the gauge width difference Δs1 with respect to the normal gauge width s0 is evaluated. If the rail fastening device 7 has a defect, it can be confirmed that the gauge width difference Δs1 is larger.

[0059] The dynamic measurement of the present invention makes it possible to use the respective, correspondingly adapted dynamic track stabilizers for checking the condition of the rail fasteners 7 directly on site. The method is so accurate that loosening of individual fasteners 7 is recognized. Additional information about the condition of the fastening means of the rails 6 increases safety when the track 4 is released after repairs. In particular, when stabilizing newly laid track, it often happens that the rail fasteners 7 have not yet been tightly tightened. The present invention is therefore particularly advantageous when processing new installations.

Claims

1. 1. A machine (1) for compacting a ballast bed (9) of a track (4), comprising a machine frame (2) supported on a rail bogie (3) and a stabilizing assembly (10) connected to said machine frame (2) so as to be height adjustable, The stabilization assembly (10) comprises: a vibration drive (16); a shaft (17) with flanged rollers (18) that can run on the rails (6) of the track (4), the mutual spacing between the flanged rollers (18) extending perpendicularly to the longitudinal machine direction (11) being variable by means of an expansion drive (19); a roller tongue (21) that can be brought into contact with the rail (6) by a clamp drive device (23); A machine (1) comprising: The spreading drive (19) and / or the clamping drive (23) apply a predetermined variable horizontal load force (F Ｂ ) and The variable load force (F Ｂ ) caused by the runout of the rail head (Δs Ｌ／Ｒ ) and / or gauge width change (s １ , s ２ , Δs １ , Δs ２ a measuring device (20) for detecting the The measuring device (20) is coupled to an evaluation device (26) which is configured to evaluate the rail head runout (Δs L / R ) and / or gauge width values ​​(s 0 , s 1 , s 2 , s 1 ', s 2 ') which are dependent on the course of the changed load values ​​(F B0 , F B1 , F B2 ) detected at one measuring point, thereby evaluating the state of the rail fastening device (7) located in the area of ​​the measuring point.

2. A periodically changing load force (F) is provided in a control device (24) for controlling the spreading drive device (19) and the clamping drive device (23). Ｂ 2. The machine (1) according to claim 1, wherein a control signal for causing

3. 3. The machine (1) according to claim 1 or 2, wherein the measuring device (20) is coupled parallel to the axis (17) of the flanged roller (18).

4. The runout of the rail head (Δs Ｌ／Ｒ ) and / or the change in gauge width (s １ , s ２ , Δs １ , Δs ２ 4. The machine (1) according to claim 1, further comprising a location determination unit (28) for detecting the position of the machine.

5. Two stabilization assemblies (10) are arranged one behind the other, and each stabilization assembly (10) is configured to withstand a respective horizontal load force (F Ｂ１ , F Ｂ２ ) caused by the runout of the rail head (Δs Ｌ／Ｒ ) and / or gauge width change (s １ , s ２ , Δs １ , Δs ２ 5. The machine (1) according to claim 1, further comprising a measuring device (20) for detecting the rotation of the rotating shaft.

6. 6. A method for operating a machine (1) according to any one of claims 1 to 5, comprising lowering a stabilising assembly (10) with flanged rollers (18) onto a rail (6) of a track (4), comprising: A predetermined variable horizontal load force (F) is applied to the rail (6) by the spreading drive (19) and / or the clamping drive (23). Ｂ ) is applied, The horizontal load force (F Ｂ ) caused by the runout of the rail head (Δs Ｌ／Ｒ ) and / or gauge width (s) are detected by a measuring device (20) and the state of the rail fastener (7) is inferred therefrom.

7. The horizontal load force (F Ｂ 7. The method of claim 6, wherein the frequency of the vibration drive is periodically varied by the control device at a frequency lower than the vibration frequency of the vibration drive.

8. The stabilizing assembly (10) applies a first horizontal load force (F Ｂ１ ) is applied to the rail (6) by a further stabilization assembly (10), and a second horizontal load force (F Ｂ２ 8. The method according to claim 6, wherein a voltage of 0.5 V is applied.

9. A method according to any one of claims 6 to 8, wherein the machine (1) moves continuously along the track (4).

10. The changed load force (F Ｂ 10. The method according to claim 6, wherein the change in the gauge width (s) depending on the gauge width (s) is detected and evaluated by an evaluation device (26).

11. A plurality of different load values ​​(F Ｂ０ , F Ｂ１ , F Ｂ２ The runout (Δs) of the rail head is dependent on Ｌ／Ｒ ) value and / or gauge width value (s ０ , s １ , s ２ , s １ ',s ２ 11. The method of claim 10, wherein the evaluation device (26) evaluates the values ​​of the two parameters together.

12. Runout of the rail head (Δs Ｌ／Ｒ ) and / or gauge width change (s １ , s ２ , Δs １ , Δs ２ 12. The method according to claim 6, wherein the localization of the measuring device (20) is performed by a localization unit (28) in order to detect the position of the measuring device (20).

13. 13. The method according to claim 12, wherein evaluation data for evaluating the state of each rail fastener (7) are stored in association with a location.

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