DGS

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The key takeaways are that a dynamic track stabilizer helps eliminate initial differential settlements of tracks, builds a homogenous ballast bed structure, increases lateral track resistance and speed safety, and allows for faster relaxation of speed restrictions.

The main units are the stabilizer units, which run beneath the frame and make contact with the rails through rollers and discs. They cause the track to vibrate horizontally at adjustable frequencies and forces.

Technical specifications provided include engine details, dimensions, weight, axle loads, speed capabilities, and more.

DGS

MAIN FEATURES: 
 Elimination of initial differential settlements which are caused
by the impact of passing trains.
 The track geometry achieved by tamping machines is retained
for a longer duration.
 Homogenous structure of ballast bed is built up.
 Lateral track resistance increases resulting in enhanced safety
against track buckling.
 Speed restrictions are relaxed faster.
 MAIN UNITS & THEIR WORKING: 
 STABILIZER UNITS:

The machine has two dynamic stabilizer units which run on


the track beneath the main frame, make contact with the rail
heads through eight flange rollers on the inside and four roller
discs on the outside. The two synchronized vibration units
cause the track to vibrate horizontally. The frequency is
adjustable from 0 to 45 Hz from the cabin. Two centrifugal
force, independent of the frequency, can be up to 320 kN.
 
TECHNICAL DATA:
 

ENGINE:
(OLD STOCK) DEUTZ-BF-12L-513C
460 BHP (AIR COOLED)
(NEW STOCK) KTA-1150L FROM KCL
473 BHP AT 2200 RPM
LENGTH OVER BUFFER 17250 MM
WIDTH 2800 MM
HEIGHT ABOVE RAIL 3790 MM
BOGIE PIVOTS SPACING 12000 MM
BOGIE WHEEL BASE 1500 MM
WHEEL DIAMETER 730 MM
WEIGHT 57 TONNES
AXLE LOAD:
(I) FRONT AXLE LOAD 14.5 TONNES
(II) REAR AXLE LOAD 14.0 TONNES
SPEED:
(I) SELF PROPELLED 60 KMPH
(II) IN TRAIN FORMATION 50 KMPH
POWER TRANSMISSION
WORKING PRINCIPLE OF DGS

 The standard range of pressure variation is 40 to 100 bar


which corresponds to effective loads from around 165 to
355KN.For track maintenance operation, pressure range of 60
to 80 bar is used which gives effective load of around 230 to
290 kn.
 DTS is equipped with a leveling system which prevents the
longitudinal and cross levels values from varying appreciably
due to differential settlement of various segments of track. The
transducers of longitudinal level and cross level measuring
system recognize the tendencies towards formation of faults of
this kind of influence the load control with their measuring
signal via automatic governer,thus counteracting the tendency
of propagation of faults
 The speed of working can be controlled by an adjustable
hydrostatic drive from 0 to 2.5Kmph.If the track geometry is
corrected by several passes of tamping machine, hen a low
working speed of 0.5 to 1Kmph for the first and second
passes of the machine. For subsequent passes, higher working
speed is selected. In one pass, the machine carries out
stabilization equivalent to passage of 1 lakh tones of traffic. It
is possible to permit speed of 40Kmph on freshly deep
screened track if ballast is adequate and dynamic track
stabilizer has been used behind the tamping machine
 For PRC sleeper oscillation frequency range of 32 to
37 Hz is adopted.
 RECORDING AND MONITORING SYSTEM:
A proportional chord-leveling device enables controlled
settlement of the track. A steel chord is spread over each rail
between the sensor rods which are jointed to the inside axles
of the bogies. They form the reference base of the recording
system of the longitudinal level. By means of a sensor rod
between the stabilization units, on which a recording value
transmitter is attached to the left and right hand side, the
settlement is recorded and monitored.
APPLICATION

 The application of the dynamic track stabilizer anticipates the


initial settlement in a controlled manner without altering the
track geometry. After tamping the DGS lowers the track as
required, gripping the rail heads with roller clamps and serving
the track into horizontal oscillations. And at the same time each
rail is automatically pressed down in accordance with the
readings of the leveling device and Super – elevation Gauge.
 DGS is a firm and proven part of the track maintenance. By
this we can achieve horizontal stability along with rise in safety
and earlier removal of speed restriction as it also improves the
lateral stability.

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