EP3412827B1 - Railway vehicle for track construction remediation - Google Patents

Description

The present invention relates to a rail vehicle for track superstructure renovation, with at least two chassis and in between a work area in which the rail vehicle successively along the direction of travel a removal device for old rails, a removal device for old sleepers, a ballast bed clearing device, a ballast bed application device, a depositing device for new sleepers and a threading device for new rails.

One rail vehicle of this type is the RU 800-S track construction machine, which has been sold by the applicant since 2005. After the ballast bed and the tracks have been renewed in a track section with the help of this track construction machine, the same track section must be subjected to two consecutive tamping processes with a conventional track tamping machine, u.zw. a first "construction site" plug, after which the track can be driven on at low speed, and a subsequent "finalization plug" to align the track and finalize its ballast so that the line can be released for normal high-speed operation can.

From the AT 14 304U a rail vehicle according to the preamble of claim 1 is known.

The aim of the invention is to create an improved rail vehicle for track superstructure renovation which simplifies and accelerates these work processes.

This goal is achieved with a rail vehicle for track superstructure renovation with the features of claim 1.

The two-stage application of the ballast bed with the intervening compression of the lower ballast layer results in a pre-compacted ballast bed that completely eliminates the need for a second tamping process in post-processing. The track renewal can therefore be completed earlier and the route can be used again more quickly. The screw conveyor arranged in the ballast application device enables operation that is particularly low-noise compared to a vibrating plate.

It is particularly advantageous if the rail vehicle additionally contains a tamping unit arranged downstream of the threading device, preferably a combined track lifting, straightening and tamping unit. In combination with the two-layer application of the ballast bed and pre-compaction of the lower ballast bed layer, one and the same machine can be used to achieve such a high level of stabilization of the track bed and the track that the route after processing with the rail vehicle according to the invention can be reached directly for a driving operation in a medium speed range up to 70 km / h can be released. The subsequent only finalization tamping process that is still required can then be carried out at a later point in time in the conventional manner with a track tamping machine in order to finalize the route for high speeds.

Another preferred embodiment of the invention is characterized in that at least one of the ballast application devices is designed to apply its ballast layer with a wedge-shaped cross section. As a result, the required elevation of the outer track in a track curve compared to the inner track can also be generated at the same time. In connection with the precompacting of the lower ballast bed layer and the optionally integrated plug, even curved sections of road can be rehabilitated in a single operation, ie with a single pass with the rail vehicle according to the invention. In contrast to this, the rehabilitation of such curved sections of the track with conventional track laying machines first requires dismantling the cant with the help of a track tamping machine in an upstream operation, then rehabilitating the horizontally leveled track, i.e. replacing the ballast bed and the track with the track laying machine, and then one renewed operation with the track tamping machine to rebuild the cant. All of this is reduced to a single operation with the rail vehicle of the invention.

For this purpose, at least one of the ballast application devices preferably contains a transverse conveyor to support the increased ballast discharge on the wedge base side. Since the rail vehicle is inclined towards the inner run in a cant of a track, whereas more gravel is required on the side of the outer run to be raised, the gravitational effect of the rail vehicle inclination can be counteracted with such a cross conveyor.

According to a further preferred feature, it can be provided that the ballast bed clearing device dips into the subgrade below the ballast bed in order to remove it in a wedge shape. In this way, the subgrade can be sloped for drainage, possibly even in the opposite direction to the surface inclination of a wedge-shaped ballast bed for the track elevation in arches.

In a further preferred embodiment of the invention, a roller device for a geotextile is arranged between the compacting device and the second ballast application device. This provides additional stabilization of the ballast bed. The geotextile can also serve as a filter layer between the upper and lower gravel layers to prevent the entry of small material and undersized material into the compacted lower gravel bed layer, which could impair its cohesion.

The rail vehicle of the invention can also be equipped with an integrated small iron release device which is arranged upstream of the old rail removal device. Until now, the small iron with which the old rails are attached to the old sleepers, such as screws, nuts, bolts, clamps, springs or the like, had to be removed by hand in a separate operation. The machine according to the invention integrates an automatic small iron release device, which does this automatically during the track construction. The small iron loosening device can, for example, by sawing, cutting, flame cutting, water jet cutting, laser cutting, drilling, hammering, etc., dismantle, loosen or separate the small iron and then remove the remnants immediately by machine, for example by means of a magnetic conveyor belt.

Following the new rail threading device, the rail vehicle can also contain an automatic small iron fastening device, for example an automatic screwing, bolting or clamping machine.

In a further advantageous embodiment, an air-conditioning device for preheating and / or cooling the new rails is provided in the area of the new rail threading device. As a result, the rails can be introduced with the correct preload and no longer need to be pulled in a separate work step for the subsequent welding process.

In a variant of the invention, the ballast bed clearing device can be designed for this, also outside of the Remove the sides of the ballast bed lying on the track, if necessary together with deposits on the edge of the track. This eliminates the need for separate clearing and refilling of the ballast bed flanks, as is the case with state-of-the-art track construction machines. In particular, this also prevents new ballast already applied in the middle from being partially removed again at the edge, processed and fed in again as flank ballast. This reduces the load on the machine's ballast processing system.

If the entire ballast bed, i.e. including the ballast bed flanks, is cleared, a further unrolling device for unrolling another geotextile can optionally be arranged between the ballast bed clearing device and the ballast bed application device. This additional geotextile can extend over the entire width of the subgrade to be covered by the ballast bed and create an additional stabilization and screening effect between the ballast bed and subgrade.

The ballast bed clearing device can itself be formed by conventional clearing chains or caterpillars. However, it is particularly favorable if the ballast bed clearing device is formed by a pair of counter-rotating conveyor screws mounted on one side. This means that operation is much quieter than with clearing chains, which have numerous noisy metal-on-metal sliding surfaces. Particularly low-noise operation is achieved when the screw conveyors convey onto a downstream plastic conveyor belt.

Unless a ballast bed clearing device that clears the entire ballast bed including the flanks is used, but such a ballast bed clearing device that only clears the ballast directly below the track, the rail vehicle according to the invention has a ballast bed flank clearing device with a downstream ballast bed flank application device on each side of the track on. The ballast bed flank clearing devices can also be formed either by conventional clearing chains or caterpillars or preferably by one or two counter-rotating conveyor screw (s) mounted on one side in order to achieve low-noise operation. Here, too, the screw conveyors can convey to a downstream plastic conveyor belt for the purpose of further noise reduction.

A drive caterpillar is preferably provided between the unfeeding device and the removal device and / or at least one support ski between the depositing device and the threading device. In this way, a stable position and safe propulsion can be guaranteed even over a long working area.

According to a further preferred feature of the invention, the ballast bed clearing device recycles its overburden via conveyor belts and a screening system into the ballast bed application device. By recycling the ballast bed, considerable savings can be achieved in the overburden that has to be disposed of and new material to be purchased.

• die Fig. 1a bis 1c das Schienenfahrzeug der Erfindung : , mit Ausnahme der Schotterbett-Aufbringeinrichtung, im Betrieb in einer schematischen Seitenansicht;
• Fig. 2 eine erfindungsgemäße Ausführungsform der Schotterbett-Aufbringeinrichtung des Schienenfahrzeugs von Fig. 1 in schematischen geschnittenen Seitenansicht;
• die Fig. 3a bis 3c verschiedene Varianten der Schotterbettaufbringung mit dem Schienenfahrzeug von Fig. 1 in schematischen Querschnitten quer zur Fahrtrichtung;
• Fig. 4 eine alternative Ausführungsform der Schotterbett-Räumeinrichtung des Schienenfahrzeugs von Fig. 1 in einer schematischen Draufsicht; und
• Fig. 5 eine alternative Ausführungsform der beiden Schotterbettflanken-Räumeinrichtungen des Schienenfahrzeugs von Fig. 1 in einer schematischen Draufsicht.

The invention is explained in more detail below with reference to the embodiments shown in the accompanying drawings. In the drawings show:

• the Figures 1a to 1c the rail vehicle of the invention: with the exception of the ballast bed application device, in operation in a schematic side view;
• Fig. 2 an embodiment according to the invention of the ballast bed application device of the rail vehicle from Fig. 1 in schematic sectional side view;
• the Figures 3a to 3c different variants of the ballast bed application with the rail vehicle from Fig. 1 in schematic cross-sections transverse to the direction of travel;
• Fig. 4 an alternative embodiment of the ballast bed clearing device of the rail vehicle from Fig. 1 in a schematic plan view; and
• Fig. 5 an alternative embodiment of the two ballast bed flank clearing devices of the rail vehicle from Fig. 1 in a schematic plan view.

In the Figures 1a to 1c a rail vehicle 1 for renovating a track superstructure 2 is shown. The track superstructure 2 includes according to Fig. 3a a ballast bed 3, on (or partially in) which a track 4 consisting of sleepers 5, rails 6 and small iron lies. The track superstructure 2 rests on a track substructure 7, the so-called "planum", made of compacted subsoil (ground). The renovation of the track superstructure 2 includes a replacement of the ballast bed 3 and the track 4, ie a replacement of the old ballast 3 ', the old sleepers 5' and the old rails 6 'with new ballast 3 ", new sleepers 5" and new rails 6 ".

The rail vehicle 1 usually consists of several cars coupled to form a train (even if this is not mandatory) and the in the Figures 1a to 1c Components shown of the rail vehicle 1 are distributed to different cars according to their respective space and weight requirements. Fig. 1 shows an exemplary car division of the rail vehicle 1 into a central car 8 with three chassis 8 ', 8 ", 8'", with the car 8 optionally having a joint 9 at the location of the middle chassis 8 " Seen in the direction of travel F, one or more transport trolleys 10, 11 for depositing old sleepers 5 'and for stocking new sleepers 5 "are coupled at the front. The wagons 10, 11 are equipped with corresponding movable gantry cranes 12 for manipulating the old and new sleepers 5 ', 5 ", in particular to place the new sleepers 5" from the transport carriage 11 onto a conveyor belt 13 leading to the carriage 8 and the old sleepers 5' from lift off a conveyor belt 14 leading away from the carriage 8 and place it on the transport carriage 10.

At the rear in the direction of travel F one (or more) wagons 15 for recycling old ballast 3 'from ballast bed 3 to new ballast 3 "and for storing and supplying new ballast 3" are coupled to the central carriage 8. For this purpose, the wagon (s) 15 contain one or more high-performance sieves 16, to which the old ballast 3 'is fed from the wagon 8 via conveyor belts 17, 18 and which sift out the upper and lower grains and discharge them into a waste container 19. The remaining, correctly screened old ballast 3 'is used by the high-performance screen 16 as new ballast 3 ″ fed back to the central carriage 8 via conveyor belts 20, 21, optionally together with fresh, non-recycled new ballast 3 ″ from one or more silo units 22.

It goes without saying that the rail vehicle 1 can have further cars (not shown), such as locomotives, hydraulic units for driving the various devices of the rail vehicle 1, etc. The conveyor belts 17, 18, 20, 21 shown are only shown as examples and in part; it goes without saying that these can be divided into several successive conveyor belt sections, in particular at the articulation and coupling points of the carriages 8, 10, 11, 15, as is known in the art.

The individual components of the rail vehicle 1 will now be described successively in the direction of travel F from the front to the rear.

In a first, front section (here: in the carriage 10, but this could also be in the carriage 8), the rail vehicle 1 optionally has a small iron releasing device 23 for mechanical releasing, separating, removing or the like. of the small iron, by means of which the old rails 6 'are attached to the old sleepers 5'. The small iron 24 can for example be screws, nuts, bolts, clamps, springs, etc., as known to those skilled in the art. The small iron release device 23 opens, separates or removes the small iron 24 in a destructive or non-destructive manner. For example, the small iron loosening device 23 includes drills, rotary hammers, chisels, cutting torches, cutting discs, water jet cutters, Laser or the like. By means of which the small iron 24 is mechanically released, separated or destroyed when the rail vehicle 1 passes over it.

The small iron 24 can also be automatically removed by the small iron release device 23 e.g. placed in the middle between the old rails 6 'and / or from an integrated receiving device, e.g. a gripper, a shovel, a magnet or the like, e.g. a magnetic conveyor belt (not shown), are collected and stored in a storage container.

Following the optional small iron release device 23, the rail vehicle 1 has a threading device 25 for the old rails 6 'in order to spread them outwards. The old rails 6 'spread outward by the threading device 25 (in Figure 1b dashed sections) are, for example, placed in a conventional manner laterally outside the original track 4 and dismantled in sections for removal.

At the in Figure 1b In the embodiment shown, the threading device 25 is located as the first component in a central work area A of the rail vehicle 1, which is located between the two front chassis 8 ′ and 8 ″ of the car 8.

Following the old rail unloading device 25, the rail vehicle 1 is optionally supported in the work area A by means of a drive caterpillar 26 on the old sleepers 5 ', which initially remain without rails. The drive caterpillar 26 generates propulsion for the rail vehicle 1 by rolling on the old rails 5 '.

A removal device 27 for the old sleepers 5 'is arranged downstream of the optional drive caterpillar 26. The removal device 27 grabs the old sleepers 5 'for example by means of a gripper 28 on the sleeper heads and places them on the conveyor belt 14, which leads to the carriage 10 with the old sleeper depository.

Following the removal device 27, the rail vehicle 1 has a ballast bed clearing device 29. The ballast bed clearing device 29 removes the entire ballast bed 3 down to the subgrade 7, either only in a central area 30 ( Fig. 3a ) directly below track 4, so that ballast bed flanks 31 remain next to it for the time being, or over the entire width of ballast bed 3, ie including ballast bed flanks 31. It is also possible that ballast bed clearing device 29 clears so wide that it also clears the the flanks 31 adjoining edge paths 32 next to the gravel bed 3 clears or cleans.

As in the Figures 3b and 3c As shown, the ballast bed clearing device 29 can also dip slightly and in particular asymmetrically or obliquely into the subgrade 7 in order to remove it horizontally or in a wedge shape, ie with a subgrade surface 7 'inclined transversely to the direction of travel F. Such an inclined subgrade surface 7 'serves to drain the track superstructure 2, so that rainwater which seeps through the ballast bed 3 and hits the compacted subgrade surface 7' is carried away transversely to the direction of travel F.

The ballast bed clearing device 29 can, for example, be a clearing chain running transversely over the ballast bed 3, which in its rear area is guided obliquely upward over the conveyor belt 17, which conveys the old ballast 3 'to the recycling truck 15. Fig. 4 shows an alternative embodiment of the ballast bed clearing device 29 in the form of a pair of counter-rotating screw conveyors 34 which are mounted on one side on a carrier 33 of the rail vehicle 1 and which interact with lateral ploughshares, guide plates or blades 35 in order to move the central area 30 or the area 30 including the Flanks 31 or the area 30 including the flanks 31 and the edge areas 32 to clear. The screw conveyors 34 convey directly onto the conveyor belt 17 which has been pulled down to there. For noise insulation, the conveyor belt 17 can be designed as a plastic conveyor belt.

The lateral plowshares, guide plates or blades 35 can be mounted pivotably on the carrier 33, as shown at 36, in order to adjust the clearing width of the ballast bed clearing device 29. In the same way, the screw conveyors 34 can also be mounted pivotably on the carrier 33 in order to optimally adapt their conveying effect to the opening angle of the shields 35.

Returning to Figure 1b is the ballast bed clearing device 29 - especially if it moves the ballast bed 3 over the central area 30 ( Fig. 3a ) including the flanks 31 and edge paths 32 clears - optionally a rolling device 38 for rolling a geotextile 39 onto the now exposed surface 7 'of the subgrade 7 downstream.

Following the ballast bed clearing device 29 or the optional geotextile unrolling device 38, the rail vehicle 1 has a ballast bed application device 40. An embodiment of the ballast bed application device 40 not according to the invention is shown in FIG Figure 1b shown, an embodiment of the invention in Fig. 2 . The ballast bed application device 40 is supplied with new ballast 3 ″ from the recycling wagon 15, more precisely the output of the high-performance screen 16, optionally supplemented by new ballast 3 ″ from the silo unit 22, via the conveyor belt 21.

The ballast bed application device 40 is designed to apply the new ballast 3 ″ in at least two layers, namely a first, lower ballast layer 3a and a second, overlying ballast layer 3b the first ballast layer 3a, a compacting device 42 for compacting the first ballast layer 3a, and then a second ballast application device 43 for applying the second ballast layer 3b.

It goes without saying that the ballast bed application device 40 can also apply the new ballast 3 ″ in more than two layers 3a, 3b and for this purpose can also have more than two ballast application devices 41, 43, between each of which there is a corresponding compacting device 42.

In the embodiment of Figure 1b The two ballast application devices 41 and 43 are conveyor belts or ballast trousers or chutes which are fed by a common hopper 44 are fed, which is fed from the conveyor belt 21 with new ballast 3 ".

Between the compaction device 42 and the second ballast application device 43, the ballast bed application device 40 can contain an optional unrolling device 45 for applying or unrolling a geotextile 46 on the upper side of the just compacted first gravel layer 3a.

The ballast bed application device 40 applies the new ballast 3 ″ in the two layers 3a and 3b over the same width of the track superstructure 2 that was previously cleared by the ballast bed clearing device 29, ie either over the middle area 30 or the area 30 plus the flanks 31.

Fig. 2 shows an inventive. Embodiment of the two-stage ballast bed application device 40 in the form of a funnel 47 with a first outlet shaft 48, which forms the first ballast application device 41, and a second, downstream outlet shaft 49, which forms the second ballast application device 43. The funnel 47 is charged with new ballast 3 ″ from the conveyor belt 21, the new ballast 3 ″ being divided into the two outlet shafts 48, 49 by a central separating element 50 in the funnel 47.

Instead of forming the separating element 50 as a compression device: one (or more) screw conveyors 51 with an axis running transversely to the direction of travel F are arranged in the first ballast application device 41. The conveyor screw (s) 51 compacts / compacts the new ballast 3 ″ emerging from the outlet shaft 48 through its conveying effect, so that the ballast layer 3a emerges immediately compressed.

If desired, the ballast bed application device 40 can be followed by a further compacting device (not shown) for compacting the upper ballast layer 3b as well.

Optionally, the ballast bed application device 40 can be designed to apply one or both of the ballast layers 3a, 3b with a wedge-shaped cross-section — seen transversely to the direction of travel F — as in FIG Figures 3b and 3c shown. In Figure 3b the surface 7 'of the subgrade 7 is horizontal, while in the example of Figure 3c was removed in a wedge shape for drainage. The surface inclination of the ballast wedge of new ballast 3 ″ resulting from the two layers 3a and 3b can even run in the opposite direction to the surface inclination of the subgrade 7. In this way, for example, drainage can take place in arches in the direction of the outside of the arch, while the ballast wedge 3 increases the cant on the outside of the arch Rail 6 erected opposite the rail 6 on the inside of the arch. Track superelevations of 120 to 160 mm are possible with such a ballast bed application device 40. Only the first ballast layer 3a or only the second ballast layer 3b can be applied in a wedge shape or both ballast layers 3a, 3b.

The wedge-shaped shape of the ballast layers 3a, 3b can be achieved by appropriate design of the outlet shafts of the ballast application devices 41, 43, for example by correspondingly wedge-shaped design of the outlet gaps that are located at the outlet of the outlet shaft 48 between the subgrade surface 7 'and the separating element 50 and on Exit of the outlet shaft 49 between the surface of the layer 3a and the shaft wall 47 result. In the present description, the term “wedge-shaped” is also understood to mean a trapezoidal shape, such as that used in, for example Figures 3b and 3c is shown.

Since the rail vehicle 1 is inclined towards the inside of the bend when a wedge-shaped ballast bed is produced for the cant in bends during operation, the new ballast 3 ″ in the ballast bed application device 40 must be conveyed up against the force of gravity to the outside of the bend so that it is not predominantly at the deepest Place of the ballast bed application device 40. For this purpose, one or both ballast bed application devices 41, 43 can contain a transverse conveyor which conveys new ballast 3 ″ to the wedge base of the ballast wedge in order to counteract the effect of gravity of the rail vehicle 1 inclined transversely to the direction of travel. In the inventive embodiment of Fig. 2 can do this for example the screw conveyor 51 can also be used if its conveying direction is selected such that it conveys the new ballast 3 ″ that hits it in the direction of the outside of the arch, so that it is increasingly discharged from the outlet shaft 48 there. Such a screw conveyor 51 can be used for this purpose can also be arranged in the outlet shaft 49. Such transverse conveyors in the ballast application devices 41, 43 can, however, also be implemented in other ways, for example by conveyor belts, rakes, etc. circulating therein transversely to the direction of travel F.

Coming back to that Figure 1b and 1c a depositing device 52 for depositing the new sleepers 5 ″ on the new ballast bed 3 is arranged on the rail vehicle 1 after the ballast bed application device 40. The new sleeper depositing device 52 is fed from the new sleeper supply of the carriage 11 via the conveyor belt 13 and the gantry crane 12. The depositing device 52 contains, for example, a corresponding separating device (not shown) for precisely adjusted depositing of the new sleepers 5 ″ occurring at the end of the conveyor belt 13.

Following the new sleeper depositing device 52, the rail vehicle 1 can optionally be equipped with a support ski 53, which slides on the newly deposited new sleepers 5 ″ to support the rail vehicle 1 or rolls off by means of a caterpillar.

After the new sleeper depositing device 52 and the optional support ski 53 there is a threading device 54 for new rails 6 "are provided, which had been prepared on the side of the track body, for example lashed there to form strands. The new rails 6" are spread out by the threading device 54 and placed on the new sleepers 5 ".

In the area of the new rail threading device 54, an air conditioning device 54 'can optionally be arranged to bring the new rails 6 ″ to the correct temperature, for example 16-22 ° C., so that they already have the correct preload in the installed position and for later welding The air-conditioning device 54 'can contain, for example, an inductive heating device and / or a cooling unit, for example water cooling.

A subsequent small iron fastening device 55 automatically attaches the threaded new rails 6 ″ to the new sleepers 5 ″. The small iron fastening device 55 can be, for example, an automatic screwing, bolting, clamping or welding machine.

If the ballast bed clearing device 29 and the ballast bed application device 40 have not already cleared and replaced the ballast bed flanks 31, the rail vehicle 1 contains a ballast bed flank clearing device 56 on each track side with a downstream ballast bed flank application device 57. The ballast bed flank clearing device 56 can For example, it can be a clearing chain which conveys the old ballast 3 ′ from the flanks 31 of the ballast bed 3, possibly together with residual material from the edge paths 32, onto the conveyor belt 18, which leads to the recycling carriage 15 leads. The ballast bed flank application device 57 is in turn charged with new ballast 3 ″ from the recycling carriage 15 by the conveyor belt 20 in order to fill up the flanks 31 of the ballast bed 3.

Fig. 5 shows an alternative embodiment of the ballast bed flank clearing devices 56 on both sides of the track 4. Instead of a clearing chain, each ballast bed flank clearing device 56 here contains one (or two) counter-rotating conveyor screw (s) 58 mounted on one side on a carrier 57 of the rail vehicle 1, which are equipped with lateral plowshares , Guide plates or shields 59, 60 cooperate or cooperate in order to clear the flanks 31 and possibly also the edge regions 32. The screw conveyors 58 each convey on a conveyor belt 20, which can be designed as a plastic conveyor belt for the purpose of noise insulation.

The plowshares, guide plates or blades 59, 60 can be pivotably articulated on the carrier 57 in order to adjust the clearing width of each gravel bed side clearing device 56. The middle shields 59, which serve to delimit the central area 30 and the flanks 31 of the ballast bed 3, can be fixed in the manner of cutting edges.

Returning to Figure 1c the rail vehicle 1 has, following the optional components 55, 56 and 57, a tamping unit 61 with tamping picks 62 in order to tamp the new track 4 with the new ballast 3 ″ in the new ballast bed 3. The tamping unit 61 can, as is known in the art , with a Track lifting and straightening unit 63 can be combined in order to correctly adjust track 4 in the new ballast bed 3.

The tamping tines 62 of the tamping unit 61 preferably penetrate into the lower layer 3a if no geotextile 46 is used. In exceptional cases and when using a geotextile 46, the tamping tines 62 can only reach down into the upper layer 3b of the new track bed 3 and leave the compacted lower layer 3a and the optional geotextile 46 untouched. In the course of the track tamping with the tamping unit 61, further new ballast 3 ″ can also be filled in, for example in order to also ball the sleeper heads of the new sleepers 5 ″.

Claims (19)

1. Rail vehicle (1) for track superstructure renovation, with at least two chassis (8', 8", 8'") and a working area (A) inbetween, in which the rail vehicle (1) comprises successively along the travel direction (F)
   a thread-out device (25) for old rails (6'),
   a removal device (27) for old sleepers (5'),
   a ballast bed clearing device (29),
   a ballast bed application device (40),
   a deposition device (52) for new sleepers (5") and
   a thread-in device (54) for new rails (6"),
   wherein the ballast bed application device (40) is configured to apply new ballast (3") in at least two layers and comprises therefor successively:

   a first ballast application device (41) for applying a first, lower ballast layer (3a),

   a compacting device for compacting the first ballast layer (3a), and

   a second ballast application device (43) for applying a second, overlying ballast layer (3b),

   characterized in that the ballast bed application device (40) has the shape of a funnel (47) with a first outlet duct (48) forming the first ballast application device (41), a downstream second outlet duct (49) forming the second ballast application device (43) and a central separating element (50) in the funnel (47) for dividing the new ballast (3") between the two outlet ducts (48, 49),

   wherein the compacting device is formed by one or more screw conveyor(s) (51) arranged in the first ballast application device (41) and having an axis perpendicular to the travel direction (F) and a direction of rotation opposite to the travel direction (F), such that the first, lower ballast layer (3a) exits directly in compacted form.
2. Rail vehicle according to claim 1, characterized by a tamping unit (61) downstream of the thread-in device (54), which tramping unit (61) is preferably a combined rail lifting, aligning and tamping unit (61, 63).
3. Rail vehicle according to claim 1 or 2, characterized in that at least one of the ballast application devices (41, 43) is configured to apply its ballast layer (3a, 3b) with a wedge-shaped cross section.
4. Rail vehicle according to claim 3, characterized in that at least one at least one of the ballast application devices (41, 43) comprises a cross conveyor (51) for supporting the increased ballast deposition on the wedge base side.
5. Rail vehicle according to any one of claims 1 to 4, characterized in that the ballast bed clearing device (29) dips into the formation (7) lying under the ballast bed (3), in order to clear it in the shape of a wedge.
6. Rail vehicle according to any one of claims 1 to 5, characterized in that an unwinding device (45) for a geotextile (46) is arranged between the compacting device (42) and the second ballast application device (43).
7. Rail vehicle according to any one of claims 1 to 6, characterized by an ironmongery dismantling device (23) upstream of the thread-out device (25).
8. Rail vehicle according to any one of claims 1 to 7, characterized by an ironmongery affixing device (55) downstream of the thread-in device (54).
9. Rail vehicle according to any one of claims 1 to 8, characterized in that a climatisation device (54') is provided in the area of the new rail thread-in device (54) for preheating and/or cooling the new rails (6").
10. Rail vehicle according to any one of claims 1 to 9, characterized in that the ballast bed clearing device (29) is configured to also clear flanks (31) of the ballast bed (3) lying outside the rail track, where necessary together with debris on the border path (32) of the rail track.
11. Rail vehicle according to claim 10, characterized in that a further unwinding device (38) for unwinding a further geotextile (39) is arranged between the ballast bed clearing device (29) and the ballast bed application device (40).
12. Rail vehicle according to any one of claims 1 to 11, characterized in that the ballast bed clearing device (29) is formed by a pair of counter-rotating, unilaterally mounted screw conveyors (34).
13. Rail vehicle according to any one of claims 1 to 12, characterized in that on each side of the rail track a ballast bed flank clearing device (56) with a ballast bed flank application device (57) downstream thereof is provided.
14. Rail vehicle according to claim 13, characterized in that each ballast bed flank clearing device (56) is formed by one or two counter-rotating, unilaterally mounted screw conveyor(s) (58).
15. Rail vehicle according to claim 12 or 14, characterized in that the screw conveyors (34, 58) discharge on a synthetic transporting belt (17, 20) downstream thereof.
16. Rail vehicle according to claim 12, 14 or 15, characterized in that a plough blade or a guiding baffle or shield (35, 59, 60) is arranged, preferably pivotably adjustably, at the side of each screw conveyor (34, 58).
17. Rail vehicle according to any one of claims 1 to 16, characterized in that a caterpillar drive (26) is provided between the thread-out device (25) and the removal device (27).
18. Rail vehicle according to any one of claims 1 to 17, characterized in that at least one supporting ski (53) is provided between the deposition device (52) and the thread-in device (54).
19. Rail vehicle according to any one of claims 1 to 18, characterized in that the ballast bed clearing device (29) recycles its overburden via conveyor belts (17, 21) and a screening unit (16) into the ballast bed application device (40).

Images