EP0141948B1 - Method and device for the continuous rectification of the rails of a railway - Google Patents

Method and device for the continuous rectification of the rails of a railway Download PDF

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Publication number
EP0141948B1
EP0141948B1 EP84110413A EP84110413A EP0141948B1 EP 0141948 B1 EP0141948 B1 EP 0141948B1 EP 84110413 A EP84110413 A EP 84110413A EP 84110413 A EP84110413 A EP 84110413A EP 0141948 B1 EP0141948 B1 EP 0141948B1
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EP
European Patent Office
Prior art keywords
rail
polygon
profile
grinding
fact
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EP84110413A
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German (de)
French (fr)
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EP0141948A1 (en
Inventor
Romolo Panetti
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Speno International SA
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Speno International SA
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Priority to AT84110413T priority Critical patent/ATE25271T1/en
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B31/00—Working rails, sleepers, baseplates, or the like, in or on the line; Machines, tools, or auxiliary devices specially designed therefor
    • E01B31/02—Working rail or other metal track components on the spot
    • E01B31/12—Removing metal from rails, rail joints, or baseplates, e.g. for deburring welds, reconditioning worn rails
    • E01B31/17—Removing metal from rails, rail joints, or baseplates, e.g. for deburring welds, reconditioning worn rails by grinding

Definitions

  • the transverse profiles of the rails for railway tracks have been determined by calculation and experimentally, they have been improved over the years to optimize the requirements of the easiest manufacturing possible on the one hand and on the other hand the requirements relating to the safety and comfort of running convoys.
  • the UIC has defined several transverse profiles for the rails, one of the most frequently used of which is the UIC 60, illustrated in FIG.
  • an angle yn is defined as being the angle between a straight line D tangent to the profile of the rail head perpendicular to the vertical axis of symmetry x of the rail and the tangent Tn to the profile of the rail head at point N;
  • the transverse profile of the rail can be represented graphically by plotting for each point of the profile on the ordinate the radius of curvature of the rail and on the abscissa the angle Y.
  • this graphic representation is given in FIG. 2.
  • the tire profiles of the wheels of the railway vehicles were likewise determined by calculation and experience.
  • the rail and bandage profiles are combined profits.
  • wave wear gradually forms as well as a significant deterioration of the average wear profile, more or less significant burrs can form.
  • the rails are reprofiled, in particular by grinding; operation which aims to give the rail a correct transverse profile.
  • improvements have been made to restore the rail to its original profile, see patent CH-A-611,365, which often requires significant material removal depending on the deformation of the rail to be ground.
  • a reprofiling process by grinding is described in patent CH-A-592,780 according to which several grinding units are continuously moved along the rails, forming angles between them and therefore grinding generators different from the rail whose pressure is adjusted, and therefore the depth of cut, depending on the differences existing for each generator concerned between the original profile and the actual profile of the rail.
  • the present invention relates to a process and a device for rectifying the rails of a continuous railway track in particular for the finishing passes of railstel reprofiling. as defined in the independent claims of this patent.
  • the present method relates to the reshaping of the rails of a railway track using grinding tools mounted on carriages rolling on the rails and connected to a rail vehicle by members ensuring their traction along the rails and their application against these rails.
  • the licensee set itself the goal of eliminating the arbitrary uncertainties and adjustments relating to the positioning of the grinding wheels as well as their bearing pressure by defining a rigorous method for determining these parameters.
  • the first operation of the present method consists in defining a satisfactory average wear profile for a section of the rail network to be corrected. It is this average profile which will serve as a reference profile for finishing the rail reprofiling.
  • This mean wear or reference profile is represented for example in FIG. 3 and it is characterized by the fact that for each of these points N, N + 1 it has another radius of curvature Rn, Rn + 1.
  • the second step of the present method consists in defining a polygon circumscribed by this reference profile.
  • This polygon or rather at least one of its parameters, such as number of facets n, the angle at the center a between the facets, the angle between two facets Ay, the width of the facets L, is determined as a function of the quality of finish of the desired reprofiling.
  • the polygon circumscribed to the reference profile is unambiguously defined on the one hand by said profile and on the other hand by a parameter of the polygon determined itself as a function of the precision of the desired reprofiling, in particular the number of sides , angle between sides, etc.
  • the third operation of the present method consists in positioning the grinding units so that the active surface of each grinding wheel is parallel or tangent to one side of the previously determined polygon.
  • the fourth operation of the present method consists in adjusting the pressing pressure of each grinding unit against the rail as a function of at least one parameter on the side of the polygon with which it is associated.
  • the inclination of the axes of the grinding units relative to the plane of symmetry of the rail is, as so far, determined only by the judgment of the grinding personnel.
  • This adjustment of the angular position of the grinding units being carried out, each grinding wheel is located on one side of a polygon circumscribed to the rail.
  • the pressing pressure of each grinding wheel against the rail is determined as a function of one or more parameters of this polygon, and no longer arbitrarily as so far.
  • FIG. 5 very schematically illustrates the original basic principle of the method according to the present invention.
  • This figure shows a part of the mean wear profile 5 for reference of a track section to be reprofiled.
  • the broken line 6 materializes the polygon circumscribed to the reference profile 5 comprising in the illustrated example four facets for each side of the rail covering the tread, the intermediate zone and the fillet.
  • the number of facets or sides of this polygon is determined according to the precision of the reprofi desired finish level. In reality, this polygon could have more than eight facets covering the entire profile of the rail head. The greater the number of facets, the greater the precision of the reshaping, but the greater the number of grinding tools, respectively of work passes.
  • This polygon circumscribed to the reference profile can be determined by parameters other than its number of sides. For example, it is possible to impose that the angle between facets ⁇ Y is constant, or varies as a function of the radius of curvature of the reference profile. It can also be imposed that the length of the sides L of this polygon is constant or a function of the radius of curvature of the reference profile.
  • Line 7 shows a real profile of the rail head to be reprofiled.
  • Each facet has a facet width L1, L2, L3, L4; an angle Y1, Y2, Y3, Y4 formed by the facet with a straight line tangent to the reference profile 5 and perpendicular to the x axis; an angle ⁇ 1 , A ⁇ 2 , ⁇ 3 , ⁇ 4 formed by the envisaged side with the adjacent side situated on the side of the axis x of the rail, a mean radius of curvature R 1 , R 2 , R 3 , R 4 ; an angle at the center ⁇ 1 , ⁇ 2 , ⁇ 3 , ⁇ 4 ; a cutting depth C 1 , C 2 , C 3 , C 4 represented by the distance separating, at the midpoint of the side envisaged, the real profile 7 from the side of the polygon 6; and finally a removal surface S
  • the choice of the circumscribed polygon depends on the quality or finish of the desired reprofiling, it is for example possible in the first finishing passes to define a polygon whose metal removal surfaces S would be constant and equal to a maximum value. Thus, at the start of the finish, the maximum amount of metal would be removed per pass.
  • the circumscribed polygon which finally corresponds to the profile of the reprofiled rail, fits as best as possible to the reference profile 5 and it is a polygon where the angle between facets ⁇ will be chosen constant or function of the radius of curvature R which will be preferred.
  • a definition of the polygon generally well suited to practical cases is that where the angle between facet ⁇ is proportional to the curvature of the reference profile
  • the polygon determined according to the required quality of the reprofiling, can be limited to the original profile or to the actual profile of the rail and not to its average profile. of wear.
  • the essence of the present reprofiling process of a rail consists in moving along a line of rails of a railway track, a set of rail grinding units, angularly offset by one relative to the others and to regulate the pressure with which each of these grinding units is applied against the rail as a function of at least one parameter of a polygon circumscribed to a reference profile and whose sides are parallel to the active surfaces of the grinding wheels grinding units.
  • each grinding unit against the rail is thus a function of the position of the corresponding facet relative to the axis of symmetry of the rail, that is to say a function of the angular offset y of l 'grinding unit with respect to this axis of symmetry of the rail, generally approximately vertical; on the other hand this pressure is also a function of the width L of the envisaged side or of the desired depth of cut C for example or of a combination of these parameters. Elf can also be a function of the metal surface to be removed S.
  • the method also provides that the polygon or some of its parameters are defined according to the quality of the desired reprofifage, the polygon in question is defined as being a polygon circumscribed to the profile that one wishes to reconstruct either the original profile or better still the average wear profit of the rail, although in the case of the simplified process this polygon can be circumscribed to the real profile of the worn rail.
  • the device for implementing the writing method comprises a set of motion units 10 carried by a carriage 11 guided by the rail 12, each comprising a motor 13 for driving a lapse die 14 in rotation.
  • a jack 15 makes it possible to apply the die 14 against the rail with a determined force.
  • Each unit 10 is angularly movable relative to the carriage 11 and therefore relative to the other grinding units carried by this carriage 11.
  • Each grinding unit further comprises a motor 16 controlling the inclination of this unit relative to the carriage and a sensor 17 measuring the angle of inclination of this unit 10 relative to the carriage 11.
  • Each grinding unit is controlled by a control circuit 18 comprising on the one hand a servo-control of the inclination of the unit and on the other hand a servo-control of the bearing force of the grinding wheel 14 against the rail 12.
  • the tilt control of the grinding unit 10 includes an angle selector 19 supplied by a memory 22 containing the parameters of the polygon, in particular the angular position of its facets, and selects for each grinding unit the facet of the polygon to which the active face of the grinding wheel must be parallel and therefore the degree of inclination of the grinding unit 10 relative to the carriage 11.
  • the signal delivered by this selector 19 feeds the first input of an error detector angle 20 whose other input is supplied by the output of the sensor 17. As soon as a difference is detected between the inputs of the error detector 20, which delivers a signal to the amplifier 21 which controls the motor 16.
  • the control of the pressing pressure of the grinding wheel 14 against the rail 12 comprises a calculator 23 powered by the memory 22 and the tilt selector 19. This calculator determines as a function of at least one parameter of the polygon stored at 22 and where appropriate, taking into account the angle of inclination of the unit, a control value which is delivered to a servo-valve 24 controlling the supply of the jack 15 by a source of fluid 25.
  • a calculator 26 containing in memory the information relating to the reference profile determined by the quality of the desired reprofiling, determines the parameters of the polygon as a function of said profile and of information 1 defining the desired quality of finish. These parameters or characteristics of the polygon are stored at 22.
  • FIG. 7 illustrates a polygon circumscribed to the desired reference profile comprising 24 grinding facets or sides of the polygon distributed over the rolling surface of the rail, the internal fillet of the latter and the rolling zone between these two parts.
  • This polygon circumscribed to the reference profile is determined as a function of the quality of the desired reprofiling, in this precise case the width of the grinding facets, ie the length of the sides of the polygon, is a function of the radius of curvature of the reference profile.
  • the side of the polygon centered on the vertical axis of the rail is 3.46 mm as is the following facet.
  • the third facet from the axis of the rail has a width of 3.16 mm, the 4, 5, 6, 7 and 8 facets a width of 2.79 mm, the ninth a width of 2.52 mm and the remaining a width of 2.27 mm.
  • a machine comprising four carriages A, B, C, D each carrying two grinding units.
  • the grinding units of a trolley As are angularly offset relative to each other by 10 ° while the grinding units of the other three trolleys B, C, D are offset from each other by 2 °.
  • the finishing reprofiling is carried out in three successive passes during which the four carriages occupy different angular positions relative to the rail.
  • the carriage A In a first pass, relative to the longitudinal plane of the rail, the carriage A is offset at 28 °, the carriage B at 4 °, the carriage C at -0.7 ° and the carriage D at -12 °. During this machining pass the sides 6, 5; 11, 12; 18, 15 and 23, 24 are reprofiled. In a second machining pass, the carriage A is shifted to 48 °, the carriage B to 8 °, the carriage C to 0 ° and the carriage D to -8 °. The sides 3,4; 9, 10; 14, 17; and 21, 22 are reprofiled.
  • the carriage A is offset at 68 °, the carriage B at 12 °, the carriage C at 0.7 ° and the carriage D at -4 ° and the sides 1, 2; 7, 8; 13, 15; and 19, 20 are reprofiled.
  • the grinding pressure or the pressure of each grinding wheel against the rail is in this particular case a function of the angle y on the side of the polygon and its width L.
  • a polygon circumscribed to the reference profile is determined, the width of the sides of which depends on the radius of curvature of the reference profile; then the grinding wheels are placed parallel to the sides of this polygon, the pressure of each grinding wheel against the rail being determined as a function of the angle of the corresponding side of the polygon and of its width so that the surface of metal to be removed S corresponding to each side of the polygon is effectively ground.
  • each grinding unit has two motors each driving a grinding wheel.
  • Each unit therefore comprises a pair of grinding wheels applied against the rail with the same force coming from application means common to the grinding unit.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Grinding And Polishing Of Tertiary Curved Surfaces And Surfaces With Complex Shapes (AREA)
  • Paper (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Abstract

1. Method for the continuous on track reprofiling of at least one rail (12) of a railway track according to which one displaces along the track at least one assembly of grinding units (10) angularly displaced the ones with respect to the others and submitted to the pressure with which each grinding unit (10) is applied against the rail, characterized in that the said pressure is automatically controlled in function of at least one parameter which represents the dimensions of the sides (L) of a predetermined polygon (6) circumscribed to a reference profile (7) and the sides of which (L) are parallel to the corresponding active surfaces of the grinding wheels of the grinding units.

Description

Les profils transversaux des rails pour voies de chemin de fer ont été déterminés par le calcul et expérimentalement, ils ont été améliorés au cours des années pour optimaliser les exigences d'une fabrication la plus aisée possible d'une part et d'autre part les exigences relatives à la sécurité et au confort de roulement des convois. L'UIC a défini plusieurs profils transversaux pour les rails dont un des plus fréquemment utilisé est le UIC 60, illustré à la figure 1, définissant un profil transversal symétrique formé de trois rayons de courbure, un rayon R1 de 300 mm, formant la table de roulement 1 du rail ou surface supérieure du champignon du rail, un rayon R2 de 13 mm constituant les congés 2 intérieur ou extérieur du rail se raccordant aux flancs latéraux 3, approximativement rectilignes du rail, et un troisième rayon R3 de 80 mm formant les zones de transition 4 entre la table de roulement 1 et les congés 2 du rail.The transverse profiles of the rails for railway tracks have been determined by calculation and experimentally, they have been improved over the years to optimize the requirements of the easiest manufacturing possible on the one hand and on the other hand the requirements relating to the safety and comfort of running convoys. The UIC has defined several transverse profiles for the rails, one of the most frequently used of which is the UIC 60, illustrated in FIG. 1, defining a symmetrical transverse profile formed by three radii of curvature, a radius R 1 of 300 mm, forming the tread table 1 of the rail or upper surface of the rail head, a radius R 2 of 13 mm constituting the fillets 2 inside or outside of the rail connecting to the lateral flanks 3, approximately rectilinear of the rail, and a third radius R 3 of 80 mm forming the transition zones 4 between the tread table 1 and the fillets 2 of the rail.

Si l'on définit un angle yn comme étant l'angle compris entre une droite D tangente au profil du champignon du rail perpendiculaire à l'axe de symétrie vertical x du rail et la tangente Tn au profil du champignon du rail au point N; on peut représenter graphiquement le profil transversal du rail en reportant pour chaque point du profil en ordonnée le rayon de courbure du rail et en abscisse l'angle Y. Pour le profil normé UIC 60 cette représentation graphique est donnée à la figure 2.If an angle yn is defined as being the angle between a straight line D tangent to the profile of the rail head perpendicular to the vertical axis of symmetry x of the rail and the tangent Tn to the profile of the rail head at point N; the transverse profile of the rail can be represented graphically by plotting for each point of the profile on the ordinate the radius of curvature of the rail and on the abscissa the angle Y. For the UIC 60 standardized profile, this graphic representation is given in FIG. 2.

Les profils des bandages des roues des véhicules ferroviaires ont été de même déterminés par le calcul et l'expérience. Les profils du rail et des bandages sont des profits conjugués.The tire profiles of the wheels of the railway vehicles were likewise determined by calculation and experience. The rail and bandage profiles are combined profits.

Par le passage des convois ferroviaires sur l'es rails des voies ferrées, les profils des rails et des roues s'usent et se modifient. Les roues usées passant sur un profit de rail neuf le déforment progres- sivementet lui donnent un «profil moyen d'usure» qui bien que différent du «profil d'origine» peut être considéré dans certains cas comme satisfaisant tant du point de vue sécurité que confort de roulement des convois ferroviaires. Ce «profit moyen d'usure» satisfaisant se caractérise par le fait que les trois rayons de courbure d'origine du profil ont été remplacés par une multitude de rayons de courbure que l'on peut également représenter sousforme graphique R = f (y), y étant toujours défini de la même manière que précédemment. Cette représentation de ce profil moyen d'usure est donnée à la figure 4, le profil lui-même étant illustré à la figure 3.By the passage of railway convoys on the rails of railways, the profiles of the rails and wheels wear and change. Worn wheels passing over a new rail profit gradually deform it and give it an "average wear profile" which, although different from the "original profile", can in some cases be considered satisfactory from a safety point of view. the comfort of running rail convoys. This satisfactory “average wear profit” is characterized by the fact that the three original radii of curvature of the profile have been replaced by a multitude of radii of curvature which can also be represented graphically R = f (y) , being always defined there in the same way as previously. This representation of this average wear profile is given in FIG. 4, the profile itself being illustrated in FIG. 3.

Sous l'effet des fortes charges et surtout des surcharges dynamiques, une usure ondulatoire se forme progressivement de même qu'une détérioration importante du profil moyen d'usure, des bavures plus ou moins importantes peuvent se former.Under the effect of heavy loads and especially dynamic overloads, wave wear gradually forms as well as a significant deterioration of the average wear profile, more or less significant burrs can form.

Pour permettre une utilisation de plus longue durée des rails on procède au reprofilage des rails notamment par meulage; opération qui a pour but de redonner au rail un profil transversal correct. Jusqu'à présent on s'est efforcé de redonner au rail son profil d'origine, voir brevet CH-A-611.365, ce qui nécessite souvent un enlèvement de matière important suivant la déformation du rail à meuler. Un procédé de reprofilage par meulage est décrit dans le brevet CH-A-592.780 selon lequel on déplace en continu le long des rails plusieurs unités de meulage, formant des angles entre elles et meulant donc des génératrices différentes du rail dont on règle la pression, et donc la profondeur de coupe, en fonction des écarts existants pour chaque génératrice concernée entre le profil d'origine et le profil réel du rail.To allow longer use of the rails, the rails are reprofiled, in particular by grinding; operation which aims to give the rail a correct transverse profile. Up to now, efforts have been made to restore the rail to its original profile, see patent CH-A-611,365, which often requires significant material removal depending on the deformation of the rail to be ground. A reprofiling process by grinding is described in patent CH-A-592,780 according to which several grinding units are continuously moved along the rails, forming angles between them and therefore grinding generators different from the rail whose pressure is adjusted, and therefore the depth of cut, depending on the differences existing for each generator concerned between the original profile and the actual profile of the rail.

Ce procédé connu est bien adapté pour les premières passes grossières du reprofilage, mais nécessite ensuite un nombre de passes de finition élevé pour s'approcher du profil d'origine devant être recréé. Ces opérations de finissage sont donc longues et onéreuses. De plus, dans ce procédé comme les génératrices du rail qui sont meulées sont déterminées purement arbitrairement et au jugé par l'e personnel de meulage, on ne peut bien entendu pas obtenir le meilleur reprofilage possible.This known process is well suited for the first coarse passes of reshaping, but then requires a high number of finishing passes to approach the original profile to be recreated. These finishing operations are therefore long and expensive. In addition, in this process as the generators of the rail which are ground are determined purely arbitrarily and judged by the grinding staff, it is of course not possible to obtain the best possible reshaping.

Si l'on fait agir une meule lapidaire avec une cer- taineforce d'appui sur fa partie du champignon du rail ayant un rayon R1 de 300 mm, la profondeur de cou pe sera faible et la largeur de la facette prod uite grande. Si le même lapidaire agit avec la même pression sur la partie du champignon du rail dont le rayon de courbure R2 est de 13 mm, la largeur de la facette sera beaucoup plus faible, mais la profondeur de coupe beaucoup plus grande. II y a donc interdépendance entre la largeur de la facette meulée et la profondeur de coupe désirée et le rayon de courbure et fe procédé connu précédemment mentionné ne tenant compte que de la profondeur de coupe: désirée pour ajuster la pression de travail des meules s'avère inadapté pour effectuer la finition du reprofilage Pour pallier ces inconvénients, la pression d'appui des meules est ajustée arbitrairement et au jugé par le personnel de meulage, mais ceci ne peut pas non plus conduire à un reprofilage optimum.If a lapidary wheel is made to act with a certain bearing force on the part of the rail head having a radius R 1 of 300 mm, the depth of the cut will be small and the width of the facet produced large. If the same lapidary acts with the same pressure on the part of the head of the rail whose radius of curvature R 2 is 13 mm, the width of the facet will be much smaller, but the depth of cut much greater. There is therefore interdependence between the width of the ground facet and the desired depth of cut and the radius of curvature and the previously mentioned known method taking into account only the depth of cut: desired to adjust the working pressure of the grinding wheels. proves unsuitable for finishing the reprofiling To overcome these drawbacks, the bearing pressure of the grinding wheels is arbitrarily adjusted and judged by the grinding staff, but this also cannot lead to optimum reprofiling.

La pratique a montré que lorsqu'un rail avait été reprofilé à une forme proche de son profil d'origine, il reprenait très vite au passage des roues usées des convois, et sans inconvénient pour le trafic ferroviaire, un profil moyen d'usure satisfaisant.Practice has shown that when a rail has been reprofiled to a shape close to its original profile, it quickly resumes when passing worn wheels of convoys, and without disadvantage for rail traffic, a satisfactory average wear profile .

Le trafic à haute vitesse nécessite une finition de meulage très poussée, ceci spécialement dans la zone du congédu rail où la position angulaire relative des facettes ainsi que leur largeur ont une importance déterminante pour le guidage des convois et pour éviter tout risque de déraillement. Les procédés actuels, comme on l'a vu sont tributaires entièrement d'appréciations humaines pour le positionnement des meules ainsi que pour la pression d'appui de ces meules contre le rail. IIs ne permettent pas d'atteindre à coup sûr la qualité de reprofilage désirée et ne sont de ce fait qu'un pis-aller.High speed traffic requires a very thorough grinding finish, especially in the area of the rail layoff where the relative angular position of the facets as well as their width are of decisive importance for guiding the convoys and to avoid any risk of derailment. Current processes, as we have seen, are entirely dependent on human appraisals for the positioning of the grinding wheels as well as for the pressure of support of these grinding wheels against the rail. They do not necessarily achieve the desired quality of reprofiling and are therefore only a last resort.

Compte tenu des constatations relevées ci- dessus et des inconvénients des procédés de reprofilage existants, la présente invention a pour objet un procédé et un dispositif de rectification des rails d'une voie ferrée en continu notamment pour les passes de finition du reprofilage de railstel que défini dans les revendications indépendantes du présent brevet.Taking into account the observations noted above and the drawbacks of existing reprofiling processes, the present invention relates to a process and a device for rectifying the rails of a continuous railway track in particular for the finishing passes of railstel reprofiling. as defined in the independent claims of this patent.

Le dessin annexé illustre schématiquement et à titre d'exemple des représentations de profils transversaux de rails, un schéma expliquant le principe de reprofilage de la présente invention, une représentation simplifiée d'un dispositif pour la mise en oeuvre du procédé selon l'invention et un exemple pratique d'un rail reprofilé.

  • La figure 1 représente en coupe le profil du champignon d'un rail aux normes UIC 60.
  • La figure 2 est une représentation graphique R = f (y) du profil illustré à la figure 1.
  • La figure 3 représente une coupe partielle d'un profil d'usure moyen d'un rail.
  • La figure 4 est une représentation graphique R = f (y) du profil illustré à la figure 3.
  • La figure 5 est un schéma de principe illustrant le procédé de reprofilage de finition selon l'invention.
  • La figure 6 est un schéma illustrant une forme d'exécution simplifiée d'un dispositif de reprofilage selon l'invention.
  • La figure 7 illustre un exemple pratique de reprofilage d'un rail à l'aide d'un dispositif comportant quatre paires de meules.
The appended drawing schematically illustrates, by way of example, representations of transverse rail profiles, a diagram explaining the principle of reprofiling of the present invention, a simplified representation of a device for implementing the method according to the invention and a practical example of a reprofiled rail.
  • Figure 1 shows in section the profile of the head of a rail to UIC 60 standards.
  • FIG. 2 is a graphic representation R = f (y) of the profile illustrated in FIG. 1.
  • Figure 3 shows a partial section of an average wear profile of a rail.
  • FIG. 4 is a graphic representation R = f (y) of the profile illustrated in FIG. 3.
  • Figure 5 is a block diagram illustrating the finishing reprofiling process according to the invention.
  • FIG. 6 is a diagram illustrating a simplified embodiment of a reprofiling device according to the invention.
  • FIG. 7 illustrates a practical example of reprofiling of a rail using a device comprising four pairs of grinding wheels.

Le présent procédé concerne le reprofilage en voie des rails d'une voie ferrée à l'aide d'outils de meulage montés sur des chariots roulant sur les rails et reliés à un véhicule ferroviaire par des organes assurant leur traction le long des rails et leur application contre ces rails.The present method relates to the reshaping of the rails of a railway track using grinding tools mounted on carriages rolling on the rails and connected to a rail vehicle by members ensuring their traction along the rails and their application against these rails.

Partant de la constatation qu'un rail reprofilé à son profil d'origine ou un rail neuf se déforme très rapidement sous le roulage des roues des convois pour atteindre un profil d'usure moyen et qu'une fois cette première usure effectuée, les déformations ultérieures du profil, rendant le rail inapte au service mettent beaucoup plus de temps à se former; et sachant que le reprofilage au profil d'origine du rail est une opération nécessitant de très nombreuses passes de finition rendant ce travail long et onéreux, la titulaire procède au reprofilage du rail non pas à son profil d'origine, mais à son profil d'usure moyen, ce qui n'a jusqu'ici jamais été proposé.Starting from the observation that a rail reprofiled to its original profile or a new rail deforms very quickly under the rolling of the wheels of the convoys to reach a medium wear profile and that once this first wear has been carried out, the deformations of the profile, making the rail unsuitable for service take much longer to form; and knowing that the reprofiling to the original profile of the rail is an operation requiring very many finishing passes making this work long and expensive, the licensee proceeds to the reprofiling of the rail not to its original profile, but to its profile d 'average wear, which has so far never been proposed.

La pratique montre que grâce à cette nouvelle façon de travailler le reprofilage des rails, à un profil d'usure moyen satisfaisant, utilisé comme profil de référence, peut se faire plus rapidement et en moins de passes de travail.Practice shows that, thanks to this new way of working, the reprofiling of the rails, with a satisfactory average wear profile, used as a reference profile, can be done more quickly and in fewer work passes.

De plus, la titulaire s'est posé comme but de supprimer les incertitudes et ajustement arbitraires relatifs aux positionnements des meules ainsi qu'à leur pression d'appui en définissant une méthode rigoureuse pour la détermination de ces paramètres.In addition, the licensee set itself the goal of eliminating the arbitrary uncertainties and adjustments relating to the positioning of the grinding wheels as well as their bearing pressure by defining a rigorous method for determining these parameters.

La première opération du présent procédé consiste à définir pour un tronçon du réseau ferré à rectifier un profil moyen d'usure satisfaisant. C'est ce profil moyen qui servira de profil de référence pour la finition du reprofilage du rail.The first operation of the present method consists in defining a satisfactory average wear profile for a section of the rail network to be corrected. It is this average profile which will serve as a reference profile for finishing the rail reprofiling.

Ce profil moyen d'usure ou de référence est représenté par exemple à la figure 3 et il se caractérise par le fait que pour chacun de ces points N, N + 1 il présente un autre rayon de courbure Rn, Rn + 1. La forme de ce profil peut être représentée graphiquement comme c'est le cas à la figure 4 en reportant la fonction Rn = f (yn) où yn est l'angle que forme une tangente au profil au point N avec une tangente à ce profil perpendiculaire à l'axe de symétrie ou au plan longitudinal du rail.This mean wear or reference profile is represented for example in FIG. 3 and it is characterized by the fact that for each of these points N, N + 1 it has another radius of curvature Rn, Rn + 1. The shape of this profile can be represented graphically as it is the case in figure 4 by plotting the function Rn = f (yn) where yn is the angle which forms a tangent to the profile at point N with a tangent to this profile perpendicular to the axis of symmetry or to the longitudinal plane of the rail.

Une fois défini le profil moyen d'usure de référence pour le reprofilage, la seconde étape du présent procédé consiste à définir un polygone circonscrit à ce profil de référence. Ce polygone ou plutôt au moins l'un de ses paramètres, tels que nombre de facettes n, l'angle au centre a entre les facettes, l'angle compris entre deux facettes Ay, la largeur des facettes L, est déterminé en fonction de la qualité de finition du reprofilage désiré. Pour la détermination du polygone, les valeurs de n, Ay ou L peuvent être définies par des fonctions n = f (R), Δy= f (R) ou L = f ( R) ; ces valeurs pouvant ne pas être constantes.Once the average reference wear profile for the reprofiling has been defined, the second step of the present method consists in defining a polygon circumscribed by this reference profile. This polygon or rather at least one of its parameters, such as number of facets n, the angle at the center a between the facets, the angle between two facets Ay, the width of the facets L, is determined as a function of the quality of finish of the desired reprofiling. For the determination of the polygon, the values of n, Ay or L can be defined by functions n = f (R), Δy = f (R) or L = f (R); these values may not be constant.

D'une façon générale le polygone circonscrit au profil de référence est univoquement défini d'une part par ledit profil et d'autre part par un paramètre du polygone déterminé lui-même en fonction de la précision du reprofilage désiré, notamment le nombre de côtés, l'angle entre côtés, etc.In general, the polygon circumscribed to the reference profile is unambiguously defined on the one hand by said profile and on the other hand by a parameter of the polygon determined itself as a function of the precision of the desired reprofiling, in particular the number of sides , angle between sides, etc.

La troisième opération du présent procédé consiste à positionner les unités de meulage de telle sorte que la surface active de chaque meule soit parallèle ou tangente à un côté du polygone précédemment déterminé.The third operation of the present method consists in positioning the grinding units so that the active surface of each grinding wheel is parallel or tangent to one side of the previously determined polygon.

Enfin la quatrième opération du présent procédé consiste à régler la pression d'appui de chaque unité de meulage contre le rail en fonction d'au moins un paramètre du côté du polygone auquel elle est associée.Finally, the fourth operation of the present method consists in adjusting the pressing pressure of each grinding unit against the rail as a function of at least one parameter on the side of the polygon with which it is associated.

Dans une version simplifiée du procédé selon l'invention l'inclinaison des axes des unités de meulage par rapport au plan de symétrie du rail est, comme jusqu'ici, déterminée uniquement au jugé par le personnel de meulage. Ce réglage de la position angulaire des unités de meulage étant effectué, chaque meule est située sur un côté d'un polygone circonscrit au rail.In a simplified version of the method according to the invention, the inclination of the axes of the grinding units relative to the plane of symmetry of the rail is, as so far, determined only by the judgment of the grinding personnel. This adjustment of the angular position of the grinding units being carried out, each grinding wheel is located on one side of a polygon circumscribed to the rail.

Connaissant ce polygone circonscrit, la pression d'appui de chaque meule contre le rail est déterminée en fonction d'un ou plusieurs paramètres de ce polygone, et non plus arbitrairement comme jusqu'à présent.Knowing this circumscribed polygon, the pressing pressure of each grinding wheel against the rail is determined as a function of one or more parameters of this polygon, and no longer arbitrarily as so far.

Même cette version simplifiée du procédé apporte un progrès technique important car la détermination de la pression d'appui des meules contre le rail est pratiquement impossible à réaliser au jugé.Even this simplified version of the process brings significant technical progress because the determination of the pressure of the grinding wheels against the rail is practically impossible to carry out on a trial basis.

La figure 5 illustre très schématiquement le principe de base original du procédé selon la présente invention. Sur cette figure on a représenté une partie du profil d'usure moyen 5 de référence d'un tronçon de voie à reprofiler. La ligne brisée 6 matérialise le polygone circonscrit au profil de référence 5 comprenant dans l'exemple illustré quatre facettes pour chaque côté du rail recouvrant la table de roulement, la zone intermédiaire et le congé. Le nombre de facettes ou côtés de ce polygone est déterminé en fonction de la précision du reprofilage de finition désirée. Dans la réalité ce polygone pourrait présenter plus de huit facettes recouvrant l'ensemble du profil du champignon du rail. Plus le nombre de facettes est grand, plus la précision du reprofilage est grande, mais plus le nombre d'outils de meulage, respectivement de passes de travail est grand.FIG. 5 very schematically illustrates the original basic principle of the method according to the present invention. This figure shows a part of the mean wear profile 5 for reference of a track section to be reprofiled. The broken line 6 materializes the polygon circumscribed to the reference profile 5 comprising in the illustrated example four facets for each side of the rail covering the tread, the intermediate zone and the fillet. The number of facets or sides of this polygon is determined according to the precision of the reprofi desired finish level. In reality, this polygon could have more than eight facets covering the entire profile of the rail head. The greater the number of facets, the greater the precision of the reshaping, but the greater the number of grinding tools, respectively of work passes.

Ce polygone circonscrit au profil de référence peut être déterminé par d'autres paramètres que son nombre de côtés. Par exemple on peut imposer que l'angle entre facettes ΔY soit constant, ou varie en fonction du rayon de courbure du profil de référence. On peut également imposer que la longueur des côtés Lde ce polygone soit constante ou fonction du rayon de courbure du profil de référence.This polygon circumscribed to the reference profile can be determined by parameters other than its number of sides. For example, it is possible to impose that the angle between facets ΔY is constant, or varies as a function of the radius of curvature of the reference profile. It can also be imposed that the length of the sides L of this polygon is constant or a function of the radius of curvature of the reference profile.

La ligne 7 schématise un profil réel du champignon du rail à reprofiler.Line 7 shows a real profile of the rail head to be reprofiled.

Dans le cas illustré, le nombre n de facettes recouvrant la partie active du profil du rail est de n = 4 réparties symétriquement par rapport à l'axe X vertical du rail. A chaque facette correspond une largeur de facette L1, L2, L3, L4; un angle Y1, Y2, Y3, Y4 que forme la facette avec une droite tangente au profil de référence 5 et perpendiculaire à l'axe x; un angle Δγ1, Aγ2, Δγ3, Δγ4 que forme le côté envisagé avec le côté adjacent situé du côté de l'axe x du rail, un rayon de courbure R1, R2, R3, R4 moyen; un angle au centre α1, α2, α3, α4; une profondeur de coupe C1, C2, C3, C4 représentée par la distance séparant, au point milieu du côté envisagé le profil réel 7 du côté du polygone 6; et enfin une surface d'enlèvement S1, S2, S3 et S4 représentant en coupe la quantité de métal à enlever pour passer du profil réel 7 au profil de reprofilage désiré représenté par le polygone 6.In the illustrated case, the number n of facets covering the active part of the rail profile is n = 4 distributed symmetrically with respect to the vertical X axis of the rail. Each facet has a facet width L1, L2, L3, L4; an angle Y1, Y2, Y3, Y4 formed by the facet with a straight line tangent to the reference profile 5 and perpendicular to the x axis; an angle Δγ 1 , Aγ 2 , Δγ 3 , Δγ 4 formed by the envisaged side with the adjacent side situated on the side of the axis x of the rail, a mean radius of curvature R 1 , R 2 , R 3 , R 4 ; an angle at the center α 1 , α 2 , α 3 , α 4 ; a cutting depth C 1 , C 2 , C 3 , C 4 represented by the distance separating, at the midpoint of the side envisaged, the real profile 7 from the side of the polygon 6; and finally a removal surface S 1 , S 2 , S 3 and S 4 representing in section the quantity of metal to be removed in order to pass from the real profile 7 to the desired reprofiling profile represented by the polygon 6.

Le choix du polygone circonscrit dépendant de la qualité ou finition du reprofilage désiré on peut par exemple dans les premières passes de finition définir un polygone dont les surfaces d'enlève- mentdemétal S seraient constantes et égales à une valeur maximum. Ainsi, au début de la finition on enlèverait le maximum de métal par passe. Par contre en fin de finition il faut que le polygone circonscrit, qui correspond finalement au profil du rail reprofilé, s'ajuste le mieux possible au profil de référence 5 et c'est un polygone où l'angle entre facettes Δγ sera choisi constant ou fonction du rayon de courbure R qui sera préféré. Une définition du polygone généralement bien adaptée aux cas pratiques est celle où l'angle entre facette Δγ est proportionnel à la courbure du profil de référence

Figure imgb0001
The choice of the circumscribed polygon depends on the quality or finish of the desired reprofiling, it is for example possible in the first finishing passes to define a polygon whose metal removal surfaces S would be constant and equal to a maximum value. Thus, at the start of the finish, the maximum amount of metal would be removed per pass. On the other hand, at the end of finishing, the circumscribed polygon, which finally corresponds to the profile of the reprofiled rail, fits as best as possible to the reference profile 5 and it is a polygon where the angle between facets Δγ will be chosen constant or function of the radius of curvature R which will be preferred. A definition of the polygon generally well suited to practical cases is that where the angle between facet Δγ is proportional to the curvature of the reference profile
Figure imgb0001

II est évident, bien que cela nécessite généralement plus de passes de finition, que le polygone, déterminé en fonction de la qualité requise du reprofilage, peut être circonscrit au profil d'origine ou au profil réel du rail et non pas à son profil moyen d'usure.It is obvious, although this generally requires more finishing passes, that the polygon, determined according to the required quality of the reprofiling, can be limited to the original profile or to the actual profile of the rail and not to its average profile. of wear.

D'une façon générale, l'essence du présent procédé de reprofilage d'un rail consiste à déplacer le long d'une file de rails d'une voie ferrée, un ensemble d'unités de meulage du rail, décalées angulairement les unes par rapport aux autres et à régler la pression avec laquelle chacune de ces unités de meulage est appliquée contre le rail en fonction d'au moins un paramètre d'un polygone circonscrit à un profil de référence et dont les côtés sont parallèles aux surfaces actives des meules des unités de meulage.In general, the essence of the present reprofiling process of a rail consists in moving along a line of rails of a railway track, a set of rail grinding units, angularly offset by one relative to the others and to regulate the pressure with which each of these grinding units is applied against the rail as a function of at least one parameter of a polygon circumscribed to a reference profile and whose sides are parallel to the active surfaces of the grinding wheels grinding units.

Il faut relever que si le véhicule de reprofilage ne comporte qu'un nombre limité d'unités de meulage, plusieurs passes peuvent être nécessaires pour le reprofilage de la totalité du profil du rail, les unités travaillant chaque passe sur des génératrices différentes du rail.It should be noted that if the reprofiling vehicle has only a limited number of grinding units, several passes may be necessary for the reprofiling of the entire profile of the rail, the units working each pass on different generators of the rail.

La pression qui applique chaque unité de meulage contre le rail est ainsi fonction d'une part de la position de la facette correspondante par rapport à l'axe de symétrie du rail, c'est-à-dire fonction du décalage angulaire y de l'unité de meulage par rapport à cet axe de symétrie du rail, généralement approximativement vertical; d'autre part cette pression est aussi fonction de la largeur L du côté envisagé ou de la profondeur de coupe désirée C par exemple ou d'une combinaison de ces paramètres. Elfe peut également être fonction de la surface de métal à enlever S.The pressure which applies each grinding unit against the rail is thus a function of the position of the corresponding facet relative to the axis of symmetry of the rail, that is to say a function of the angular offset y of l 'grinding unit with respect to this axis of symmetry of the rail, generally approximately vertical; on the other hand this pressure is also a function of the width L of the envisaged side or of the desired depth of cut C for example or of a combination of these parameters. Elf can also be a function of the metal surface to be removed S.

Pour l'obtention d'une plus grande précision de reprofilage, le procédé prévoit en plus que le polygone ou certains de ses paramètres soient définis en fonction de la qualité du reprofifage désiré, le polygone en question est défini comme étant un polygone circonscrit au profil que l'on désire reconstituer, soit le profil d'origine ou mieux encore le profit d'usure moyen du rail, bien que dans le cas du procédé simplifié ce polygone puisse être circonscrit au profil réel du rail usé.To obtain greater reprofiling precision, the method also provides that the polygon or some of its parameters are defined according to the quality of the desired reprofifage, the polygon in question is defined as being a polygon circumscribed to the profile that one wishes to reconstruct either the original profile or better still the average wear profit of the rail, although in the case of the simplified process this polygon can be circumscribed to the real profile of the worn rail.

Le dispositif pour la mise en oeuvre du procédé d'écrit comprend un ensemble d'unctés de meutage 10 porté par un chariot 11 guidé par le rail 12, comportant chacun un moteur 13 pour entraîner une meure lapidaire 14 en rotation. Un vérin 15 permet d'appliquer la meure 14 contre le rail avec une force déterminée. Chaque unité 10 est déplaçable angulairement par rapport au chariot 11 et donc par rapport aux autres unités de meulage portées par ce chariot 11.The device for implementing the writing method comprises a set of motion units 10 carried by a carriage 11 guided by the rail 12, each comprising a motor 13 for driving a lapse die 14 in rotation. A jack 15 makes it possible to apply the die 14 against the rail with a determined force. Each unit 10 is angularly movable relative to the carriage 11 and therefore relative to the other grinding units carried by this carriage 11.

Chaque unité de meulage comporte encore un moteur 16 commandant l'inclinaison de cette unité par rapport au chariot et un capteur 17 mesurant l'angle d'inclinaison de cette unité 10 par rapport au chariot 11.Each grinding unit further comprises a motor 16 controlling the inclination of this unit relative to the carriage and a sensor 17 measuring the angle of inclination of this unit 10 relative to the carriage 11.

Chaque unité de meulage est commandée par un circuit de commande 18 comportant d'une part un asservissement de l'inclinaison de l'unité et d'autre part un asservissement de la force d'appui de la meule 14 contre le rail 12.Each grinding unit is controlled by a control circuit 18 comprising on the one hand a servo-control of the inclination of the unit and on the other hand a servo-control of the bearing force of the grinding wheel 14 against the rail 12.

L'asservissement de l'inclinaison de l'unité de meulage 10 comporte un sélecteur d'angle 19 alimenté par une mémoire 22 contenant les paramètres du polygone, notamment la position angulaire de ses facettes, et sélectionne pour chaque unité de meulage la facette du polygone à laquelle la face active de la meule doit être parallèle et donc le degré d'inclinaison de l'unité de meulage 10 par rapport au chariot 11. Le signal délivré par ce sélecteur 19 alimente la première entrée d'un détecteur d'erreur d'angle 20 dont l'autre entrée est alimentée par la sortie du capteur 17. Dès qu'une différence est détectée entre les entrées du détecteur d'erreur 20, celui-ci délivre un signal à l'amplificateur 21 qui commande le moteur 16.The tilt control of the grinding unit 10 includes an angle selector 19 supplied by a memory 22 containing the parameters of the polygon, in particular the angular position of its facets, and selects for each grinding unit the facet of the polygon to which the active face of the grinding wheel must be parallel and therefore the degree of inclination of the grinding unit 10 relative to the carriage 11. The signal delivered by this selector 19 feeds the first input of an error detector angle 20 whose other input is supplied by the output of the sensor 17. As soon as a difference is detected between the inputs of the error detector 20, which delivers a signal to the amplifier 21 which controls the motor 16.

L'asservissement de la pression d'appui de la meule 14 contre le rail 12 comporte une calculatrice 23 alimentée par la mémoire 22 et le sélecteur d'inclinaison 19. Cette calculatrice détermine en fonction d'au moins un paramètre du polygone mémorisé en 22 et le cas échéant compte tenu de l'angle d'inclinaison de l'unité, une valeur de commande qui est délivrée à une servo-valve 24 commandant l'alimentation du vérin 15 par une source de fluide 25.The control of the pressing pressure of the grinding wheel 14 against the rail 12 comprises a calculator 23 powered by the memory 22 and the tilt selector 19. This calculator determines as a function of at least one parameter of the polygon stored at 22 and where appropriate, taking into account the angle of inclination of the unit, a control value which is delivered to a servo-valve 24 controlling the supply of the jack 15 by a source of fluid 25.

Une calculatrice 26 contenant en mémoire les informations relatives au profil de référence déterminé par la qualité du reprofilage désiré, détermine les paramètres du polygone en fonction dudit profil et d'informations 1 définissant la qualité de finition désirée. Ces paramètres ou caractéristiques du polygone sont mémorisés en 22.A calculator 26 containing in memory the information relating to the reference profile determined by the quality of the desired reprofiling, determines the parameters of the polygon as a function of said profile and of information 1 defining the desired quality of finish. These parameters or characteristics of the polygon are stored at 22.

La figure 7 illustre un polygone circonscrit au profil de référence désiré comprenant 24 facettes de meulage ou côtés du polygone répartis sur la surface de roulement du rail, le congé intérieur de celui-ci et la zone de roulement entre ces deux parties. Ce polygone circonscrit au profil de référence est déterminé en fonction de la qualité du reprofilage désiré, dans ce cas précis la largeur des facettes de meulage, soit la longueur des côtés du polygone, est fonction du rayon de courbure du profil de référence. Ainsi dans le cas illustré le côté du polygone centré sur l'axe vertical du rail est de 3,46 mm de même que la facette suivante. La troisième facette à partir de l'axe du rail a une largeur de 3,16 mm, les 4, 5, 6, 7 et 8 facettes une largeur de 2,79 mm, la neuvième une largeur de 2,52 mm et les restantes une largeur de 2,27 mm.FIG. 7 illustrates a polygon circumscribed to the desired reference profile comprising 24 grinding facets or sides of the polygon distributed over the rolling surface of the rail, the internal fillet of the latter and the rolling zone between these two parts. This polygon circumscribed to the reference profile is determined as a function of the quality of the desired reprofiling, in this precise case the width of the grinding facets, ie the length of the sides of the polygon, is a function of the radius of curvature of the reference profile. Thus in the illustrated case the side of the polygon centered on the vertical axis of the rail is 3.46 mm as is the following facet. The third facet from the axis of the rail has a width of 3.16 mm, the 4, 5, 6, 7 and 8 facets a width of 2.79 mm, the ninth a width of 2.52 mm and the remaining a width of 2.27 mm.

Ceci correspond à une surface d'enlèvement de métal de S = 0,0118 mm2 pour les premières facettes, de S = 0,0227 mm2 pour les facettes d'une largeur de 2,79 mm et de 0,0748 mm2 pour les facettes d'une largeur de 2,27 mm.This corresponds to a metal removal surface of S = 0.0118 mm 2 for the first facets, of S = 0.0227 mm 2 for the facets with a width of 2.79 mm and 0.0748 mm 2 for facets with a width of 2.27 mm.

Pour reprofiler un rail selon un tel polygone on utilise une machine comportant quatre chariots A, B, C, D portant chacun deux unités de meulage. Les unités de meulage d'un chariotAsont décalées angulairement l'une par rapport à l'autre de 10° tandis que les unités de meulage des trois autres chariots B, C, D sont décalées les unes par rapport aux autres de 2°.To reprofile a rail according to such a polygon, a machine is used comprising four carriages A, B, C, D each carrying two grinding units. The grinding units of a trolley As are angularly offset relative to each other by 10 ° while the grinding units of the other three trolleys B, C, D are offset from each other by 2 °.

Le reprofilage de finition s'effectue en trois passes successives pendant lesquelles les quatre chariots occupent des positions angulaires différentes par rapport au rail.The finishing reprofiling is carried out in three successive passes during which the four carriages occupy different angular positions relative to the rail.

Dans une première passe, par rapport au plan longitudinal du rail le chariot A est décalé à 28°, le chariot B à 4°, le chariot C à -0,7° et le chariot D à -12°. Pendant cette passe d'usinage les côtés 6, 5; 11, 12; 18, 15 et 23, 24 sont reprofilés. Dans une seconde passe d'usinage le chariot A est décalé à 48°, le chariot B à 8°, le chariot C à 0° et le chariot D à -8°. Les côtés 3,4; 9, 10; 14, 17; et 21, 22 sont reprofilés. Enfin dans une troisième passe d'usinage le chariot A est décalé à 68°, le chariot B à 12°, le chariot C à 0,7° et le chariot D à -4° et les côtés 1, 2; 7, 8; 13, 15; et 19, 20 sont reprofilés.In a first pass, relative to the longitudinal plane of the rail, the carriage A is offset at 28 °, the carriage B at 4 °, the carriage C at -0.7 ° and the carriage D at -12 °. During this machining pass the sides 6, 5; 11, 12; 18, 15 and 23, 24 are reprofiled. In a second machining pass, the carriage A is shifted to 48 °, the carriage B to 8 °, the carriage C to 0 ° and the carriage D to -8 °. The sides 3,4; 9, 10; 14, 17; and 21, 22 are reprofiled. Finally, in a third machining pass, the carriage A is offset at 68 °, the carriage B at 12 °, the carriage C at 0.7 ° and the carriage D at -4 ° and the sides 1, 2; 7, 8; 13, 15; and 19, 20 are reprofiled.

La pression de meulage soit la pression de chaque meule contre le rail est dans ce cas particulier fonction de l'angle y du côté du polygone et de sa largeur L.The grinding pressure or the pressure of each grinding wheel against the rail is in this particular case a function of the angle y on the side of the polygon and its width L.

Ainsi à l'aide d'une machine compacte, comportant un nombre restreint d'unités de meulage, on rectifie le profil utile d'un rail en trois passes de finitions successives.Thus using a compact machine, comprising a limited number of grinding units, the useful profile of a rail is rectified in three successive finishing passes.

Dans cet exemple on détermine un polygone circonscrit au profil de référence dont la largeur des côtés était fonction du rayon de courbure du profil de référence; puis on place les meules parallèlement aux côtés de ce polygone, la pression de chaque meule contre le rail étant déterminée en fonction de l'angle du côté correspondant du polygone et de sa largeur de telle façon que la surface de métal à enlever S correspondant à chaque côté du polygone soit effectivement meulée.In this example, a polygon circumscribed to the reference profile is determined, the width of the sides of which depends on the radius of curvature of the reference profile; then the grinding wheels are placed parallel to the sides of this polygon, the pressure of each grinding wheel against the rail being determined as a function of the angle of the corresponding side of the polygon and of its width so that the surface of metal to be removed S corresponding to each side of the polygon is effectively ground.

Dans un tel exemple chaque unité de meulage comporte deux moteurs entraînant chacun une meule. Chaque unité comporte donc une paire de meules appliquées contre le rail avec une même force provenant de moyens d'application communs à l'unité de meulage.In such an example, each grinding unit has two motors each driving a grinding wheel. Each unit therefore comprises a pair of grinding wheels applied against the rail with the same force coming from application means common to the grinding unit.

Il est évident que la position angulaire relative des axes de rotation des meules d'une même unité peut être fixe ou réglable. Il est de même évident que dans toutes les formes d'exécution décrites le déplacement angulaire des unités de meulage dont il est question s'effectue dans un plan perpendiculaire à l'axe longitudinal autour du champignon du rail.It is obvious that the relative angular position of the axes of rotation of the grinding wheels of the same unit can be fixed or adjustable. It is likewise obvious that in all the embodiments described the angular displacement of the grinding units in question takes place in a plane perpendicular to the longitudinal axis around the head of the rail.

Claims (15)

1. Method for the continuous on track reprofiling of at least one rail (12) of a railway track according to which one displaces along the track at least one assembly of grinding units (10) angularly displaced the ones with respect to the others and submitted to the pressure with which each grinding unit (10) is applied against the rail, characterized in that the said pressure is automatically controlled in function of at least one parameter which represents the dimensions of the sides (L) of a predetermined polygon (6) cirumscribed to a reference profile (7) and the sides of which (L) are parallel to the corresponding active surfaces of the grinding wheels of the grinding units.
2. Method according to claim 1, characterized by the fact that the polygon is a polygon (6) circumscribed to the original transverse profile (5) of the rail.
3. Method according to claim 1, characterized by the fact that the polygon is a polygon (6) circumscribed to an average wearing off transverse profile (5) of the head of the rail.
4. Method according to claim 1, characterized by the fact that the polygon is a polygon (6) circumscribed to the real transverse profile (7) of the rail.
5. Method according to claim 1, characterized by the fact that the said polygon (6), or certain of its parameters at least, are determined in function of the desired precision of the reprofiling.
6. Method according to claim 5, characterized by the fact that one imposes the number of sides (L) of the polygon (6), said sides being equal or not equal.
7. Method according to claim 5, characterized by the fact that the angle Ay between the sides of the polygon is constant, respectively is a function of the radius of curvature Ay = f (R) of the desired profile of the rail.
8. Method according to claim 5, characterized by the fact that the angle Ay between the sides of the polygon is proportional to the curvature of the desired profile of the rail
Figure imgb0004
9. Method according to claim , characterized by the fact that the width L of the sides of the polygon is constant, respectively is a function of the radius of curvature L = f (R) of the desired profile for the rail.
10. Method according to one of claims 5 to 9, characterized by the fact that the applying pressure for each grinding wheel is function of the angle y which the corresponding side of the polygon forms with a tangent to the reference profile of the rail, perpendicularto the symmetry plan of said rail, and of the width L of this side of the polygon, P = f (y, L).
11. Method according to one of claims 5 to 9, characterized by the fact that the applying pressure of each grinding wheel is function of the angle y which the corresponding side of the polygon forms with a tangent to the desired profile of the rail perpendicular to the symmetry plan of this rail and of the desired cutting depth C, P = f (y, C).
12. Method according to one of claims 5 to 9, characterized by the fact that the applying pressure of each grinding wheel is function of the surface of metal to be removed P = f (S).
13. Device for carrying out the method of claim 1 comprising a plurality of grinding units (10) mounted for angular displacement the ones with respect to the others on a carriage (11) guided along a rail (12), each unit comprising at least a motor (13) driving a grinding wheel (14) in rotation and means applying the grinding wheel or wheels against the rail, characterized by the fact that it comprises for each unit (10) at least one control circuit (18) defining, in function of the inclination of the sides (L) of a predetermined polygon (6) circumscribed to a reference profile (7), the inclination of the units so that the active surfaces of the corresponding grinding wheels are parallel to the sides of said polygon; and at least one control circuit (18) defining, also for each unit, in function of at least one parameter representing the dimension of the sides (L) of said predetermined polygon (6), the applying force with which the grinding wheel (14) is applied against the rail (12).
14. Device according to claim 13, characterized by the fact that it comprises a memory (22) storing the characteristics of a polygon circumscribed to the reference profile (7), function of the desired reprofiling precision, giving informations to a computer (23) delivering in function of said parameters of this polygon, signals feeding the control circuit (18) of the inclination of the grinding unit and of its applying force against the rail (12).
15. Device according to claim 13, characterized by the fact that certain units at least comprise two motors each driving one grinding wheel in rotation.
EP84110413A 1983-09-16 1984-09-01 Method and device for the continuous rectification of the rails of a railway Expired EP0141948B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84110413T ATE25271T1 (en) 1983-09-16 1984-09-01 METHOD AND DEVICE FOR CONTINUOUS RECTIFICATION OF RAILROAD RAILS.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH5052/83A CH654047A5 (en) 1983-09-16 1983-09-16 Method and device for continuous reshaping rails of railways.
CH5052/83 1983-09-16

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EP0141948A1 EP0141948A1 (en) 1985-05-22
EP0141948B1 true EP0141948B1 (en) 1987-01-28

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US (1) US4905422A (en)
EP (1) EP0141948B1 (en)
JP (1) JPS6095003A (en)
AT (1) ATE25271T1 (en)
AU (1) AU566436B2 (en)
CA (1) CA1253344A (en)
CH (1) CH654047A5 (en)
DE (2) DE3462278D1 (en)
ZA (1) ZA847125B (en)

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JPS62233308A (en) * 1986-03-31 1987-10-13 芝浦メカトロニクス株式会社 Rail head part cutting and correcting apparatus
CH680598A5 (en) * 1989-08-28 1992-09-30 Speno International
CH680672A5 (en) * 1989-08-28 1992-10-15 Speno International
CH680597A5 (en) * 1989-08-28 1992-09-30 Speno International
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CH689643A5 (en) * 1994-02-18 1999-07-30 Speno International An installation for reprofiling the rails of a railway.
CH689642A5 (en) * 1994-02-18 1999-07-30 Speno International An installation for reprofiling the rails of a railway.
FR2750632B1 (en) * 1996-07-08 1998-10-30 Efsa METHOD AND DEVICE FOR GRINDING A THICKNESS OF A METAL PART
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US10124466B2 (en) * 2013-10-21 2018-11-13 Harsco Corporation Grinding motor and method of operating the same for rail applications
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CH654047A5 (en) 1986-01-31
AU3307684A (en) 1985-03-21
ZA847125B (en) 1985-04-24
JPS6095003A (en) 1985-05-28
AU566436B2 (en) 1987-10-22
DE3462278D1 (en) 1987-03-05
ATE25271T1 (en) 1987-02-15
DE141948T1 (en) 1985-09-12
US4905422A (en) 1990-03-06
CA1253344A (en) 1989-05-02
EP0141948A1 (en) 1985-05-22

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