EP0415105B1 - Process for reshaping railway rails and railway vehicle for performing said process - Google Patents

Abstract

The reshaping machine comprises means (16) for measuring the transverse profile of the rail (11) for each stretch of rails. It comprises means (23) for storing at least one basic reference profile per type of rails and at least one other reference profile for each basic reference profile; and means (25, 26) for selecting a pair of reference profile as well as means for allocating one of the reference profile of the pair to one of the stretches of rails and for allocating the other profile to the other stretch of rails. It comprises means (23) for comparing the measured profile of each rail with the selected reference profile; means for controlling and/or selecting reshaping tools allocated to each stretch of rails on the basis of data of comparison of a configuration, position and power. <IMAGE>

Description

The speed and / or the load of the railway convoys being in constant increase, it becomes necessary to reprofile the rails of the railroad tracks with always more precision, even even to profile said rails after their installation, and before the convoys n 'circulate there.

Existing reprofiling machines or vehicles are well suited to the automatic reprofiling of worn or deformed rails both with regard to the elimination of long (0.3 to 3 m) or small (3 cm to 30 cm) wavelengths as well as to restore the rails of the track a transverse profile close to its original profile or another desired profile, such as an average wear profile. As the theoretical profile of the rail is symmetrical, these machines have been designed for symmetrical reshaping as they are used in alignments and in curves with large radius. On the other hand, they do not make it possible to take account of the particular problems with the rolling of the convoys on sections of track in medium or tight curve, other than those relating to the elimination of the undulatory deformations and burrs of the rails.

However, it turns out that for modern convoys these problems in curves, not taken into account by the usual reprofiling, become troublesome because they cause heavy wear of the internal leaves of the rails as well as the flanges of the wheels and must be solved.

It is known that each axle of a railway vehicle carries at each of its ends a wheel rigidly mounted thereon. The profile wheel bandage is slightly tapered, tilted outward from the track. The rails are not mounted perpendicular to the sleepers, but their axes of symmetry are inclined at an angle generally equal to 1/20 towards the inside of the track.

This particular arrangement allows, in particular on the rectilinear parts of the track or in a curvature with a large radius, to achieve, due to the icon formed by the wheels and the inclination of the rails, a self-centering effect on the axle ensuring the stability of moving convoys.

Indeed, we see in Figure 1 that if the axle extending parallel to the right e moves for example to the right, the radius rb to the right of rail B increases while the radius ra to the right of rail A decreases . Indeed, the rolling surfaces of the tire of the wheels a , b form an angle with the axis of the axle e and extend parallel to the directions S, S ′ in contact with the rails A, B. The rolling circumferences of the wheels no longer being equal, the axle will tend to advance more on the rail B than on the rail A, which causes its automatic recentering.

This self-centering phenonene works well when the track is straight or undergoes only long radius curves. This is different in the portions of tracks with a medium or tight radius of curvature, even for new rails not deformed by wear due to the passage of the convoys, because the difference in the radii of the wheels at their point of contact with the rails does not is not always sufficient to compensate for the difference in length between the arc of the outer rail queue and that of the inner rail queue. The axle then tends to move towards the outside of the curve, the outside wheel seeks to mount on the rail which not only causes heavy wear by friction of the wheel flange against the inner flank of the rail head, deforming both the wheel and the rail, but can be dangerous for the rolling safety of the convoy.

To remedy this drawback, various solutions have been proposed, in particular the production of special bogies. These solutions are complex and expensive and do not solve the problem for all vehicles equipped with bogies and conventional axles.

The only solution existing to date to solve this problem consists in profiling or reprofiling the rails of a railroad track so as to give them an asymmetrical transverse profile. It is in fact by this device to roll the outer wheel on a larger diameter and the inner wheel on a smaller diameter so that the difference in circumference of the rolling circles of the wheels corresponds approximately to the difference in length of the circular arcs of the outer rail and the inner rail for one axle turn.

To do this, you must clear the outside of the outer rail and the inside of the inner rail. The outer wheel is then in contact with its rail on a larger diameter and the inner wheel on a smaller diameter as illustrated in Figure 2 where we see that ra is smaller than rb .

When the curve is not too tight either for curves of medium radius, the modification of the transverse profile of one of the rails only is sufficient to obtain the desired effect. For example, the interior rail will keep a normal transverse profile, as on the sections of track in alignment, and the exterior rail alone will present a modified profile, that is to say clear on the outside.

These special operations of profiling or asymmetrical reprofiling of the rails of a railroad in medium or tight curve are long and complex to realize because they cannot be executed with the current automatic reprofiling machines which all work with reference to a single reference profile to execute the reprofiling operations. Here, for example, reference is made to automatic reprofiling machines of the type described for example in patents CH 592,780; CH 606.616; CH 654.047.

Currently, to profile or reprofile these curved track sections, the tools of existing reprofiling machines must be manually controlled on a case-by-case basis with all the disadvantages that this entails; imprecision, long execution time and therefore long immobilization of the track, work always approximate and empirical left to the sole judgment of the work teams.

In doing so, it happens that the clearance is too great which is very harmful for the rail since it decreases its life and resistance.

The object of the present invention is to make possible the initial profiling and the reprofiling of the rails of a railroad track in an asymmetrical controlled manner in the curves while overcoming the aforementioned drawbacks.

The subject of the present invention is an automatic profiling and reprofiling process in the track of a rail track in a symmetrical or asymmetrical manner usable both in alignment as in curve and counter-curve which is distinguished by the characteristics listed in the claim 1, as well as a profiling and reprofiling machine for the implementation of this method.

• La figure 3 illustre le profil transversal de référence pour la rectification des rails d'une voie ferrée sur ses portions rectilignes et pour un rail de type déterminé.
• La figure 4 illustre un profil transversal de référence asymétrique pour la rectification des rails d'une voie ferrée en courbe et pour un rail de type déterminé.
• La figure 5 illustre le profil transversal de référence asymétrique pour la rectification des rails d'une voie ferrée en contre-courbe et pour un rail de type déterminé.
• La figure 6 illustre un dispositif de sélection d'un couple de profils de référence.
• Les figures 7, 7a illustrent la façon de mémoriser les profils de référence de base ainsi que les profils de référence asymétriques correspondants.
• Les figures 8 à 10 illustrent un exemple pratique de reprofilage des rails dans les courbes de transition.
• La figure 11 est une vue générale d'une machine pour le reprofilage de rails selon l'invention.
• Les figures 12 à 14 illustrent des détails de la machine illustrée à la figure 11 montrant schématiquement le montage des unités de meulage.
• Les figures 15, 16 montrent un schéma de fonctionnement de la machine de reprofilage selon l'invention.

The accompanying drawing illustrates schematically and by way of example certain features of the method and of the profiling and reprofiling machine of the rails of a railroad track according to the invention.

• FIG. 3 illustrates the reference transverse profile for the rectification of the rails of a railroad track on its rectilinear portions and for a rail of determined type.
• FIG. 4 illustrates an asymmetrical transverse reference profile for the rectification of the rails of a curved railroad track and for a rail of determined type.
• FIG. 5 illustrates the asymmetrical reference transverse profile for the rectification of the rails of a railroad in counter-curve and for a rail of determined type.
• FIG. 6 illustrates a device for selecting a pair of reference profiles.
• Figures 7, 7a illustrate how to store the basic reference profiles as well as the corresponding asymmetric reference profiles.
• Figures 8 to 10 illustrate a practical example of reprofiling the rails in the transition curves.
• Figure 11 is a general view of a machine for reprofiling rails according to the invention.
• Figures 12 to 14 illustrate details of the machine illustrated in Figure 11 schematically showing the mounting of the grinding units.
• Figures 15, 16 show an operating diagram of the reprofiling machine according to the invention.

According to the reprofiling methods of existing rails, the longitudinal profile and the transverse profile of the rail are measured for each file of rails of a railway track, these measured profiles of the two rails are compared to a single reference profile corresponding to the type of rail envisaged, then using the data obtained by these comparisons, the position and the pressure of the grinding tools are selected and / or controlled for each file of rails in order to obtain in one or more passes the desired reprofiling of each of the two rails.

Whatever the way of measuring the profiles of the rails, of comparing them to the reference profile, and of ordering the reprofiling tools, all these known methods and the machines developed for their implementation are incapable of achieving profiling or asymmetrical reprofiling, i.e. a different and simultaneous reprofiling of the two rails of the railway, because the comparison of the data measured on each of the two rails is always carried out with one and the same reference profile determined according to the type of rails laid and of voluntary choices concerning the desired profiling, that is to say if we want it to be as close as possible to the original rail profile, to an average rail wear profile determined by practice, etc. According to these known methods and machines, it is therefore impossible to profile or reprofile each row of rails according to a specific model, which is precisely necessary, as we have seen previously in the sections of track with medium or strong curvature.

To achieve the aim sought by the present invention, the present method consists in comparing the measured profiles of each of the rails with reference profiles selected according to the needs, rectifications of a straight portion, curvilinear of medium or strong curvature, of a railway track and type of rails used, in order to be able to profile or reprofile the rails of a queue differently from those of the other queue or in the same way depending on the circumstances.

According to the present method, at least two reference profiles are stored, generally several, then selected according to the track conditions; straight line, curve with large, medium or small radius of curvature, left or right, a reference profile for each of the rails.

FIG. 3 illustrates a basic reference profile b which is used for the reprofiling of a type of rails corresponding in the sections of straight track or whose radius of curvature is sufficiently large so that the phenomenon of traditional self-centering is preserved . On such track sections, the measured longitudinal and transverse profiles of each rail file are compared individually to this same basic reference profile, this comparison determines in a known manner the rectification parameters of each of the rail files. These parameters, defining the position, inclination and power of each tool relative to the corresponding rail can be stored for later use or used directly for reprofiling the rails.

• a. pour les deux files de rails lorsqu'on se trouve sur une portion de voie présentant une courbe à droite de forte courbure (fig. 6, position 5).
• b. pour le rail extérieur lorsqu'on se trouve sur une portion de voie présentant une courbure à droite de rayon de courbure moyen. Le rail intérieur serait dans ce cas comparé à un profil de référence de base b (fig. 3; fig. 6.,position 4)

FIG. 4 illustrates a so-called asymmetrical reference profile 1 which according to the present method is selected as the reference profile:

• at. for the two rows of rails when you are on a section of track with a sharp curve on the right (fig. 6, position 5).
• b. for the outer rail when one is on a track portion having a right curvature of average radius of curvature. In this case, the inner rail would be compared to a basic reference profile b (fig. 3; fig. 6., position 4)

• a. pour les deux files de rails lorsqu'on se trouve sur une portion de voie présentant une forte courbe à gauche (fig. 6, position 1).
• b. pour la file de rails extérieure lorsqu'on se trouve sur une portion de voie présentant une courbure moyenne à gauche; le rail intérieur étant alors comparé au profil de référence de base (fig. 3; fig. 6, position 2).

FIG. 5 illustrates a so-called asymmetrical reference profile 2 which according to the present method is selected as the reference profile:

• at. for the two rows of rails when you are on a section of track with a strong curve on the left (fig. 6, position 1).
• b. for the outer line of rails when one is on a portion of track having an average curvature on the left; the inner rail is then compared to the basic reference profile (fig. 3; fig. 6, position 2).

According to the present method, there are therefore at least two, here three reference profiles for each type of rails, reference profiles used as references for one or the two rows of rails depending on the circumstances and the track layout. .

As the asymmetric reference profile 2 (FIG. 5) is the mirror image with respect to the axis of symmetry of the rail of the asymmetrical reference profile 1, according to the present method, it is possible to store only one of the two reference profiles. asymmetrical 1 or 2 the other being the mirror image.

The present method therefore makes it possible to reprofile rails on the track asymmetrically or symmetrically as well in alignment as in curve and counter-curve and this for all types of rails. One can even consider reprofiling the rails of a track in which the rail lines are formed of rails of different types.

Of course, the transition from symmetrical reprofiling in alignment to asymmetrical reprofiling when entering a curve with a medium radius or a small radius of curvature must take place quickly, that is to say that it is necessary to be able to substitute almost instantly a profile of reference to another for each row of rails. The same is true when going from a curve to a counter-curve. For quick and easy selection of the reference profiles to be used with each of the rail lines is obtained, for example, by operating a five-way switch positions illustrated in Figure 6. Position 1 corresponds to a tight curve to the left and selects for the two rows of rails the asymmetric reference profile 2 (Figure 5). Position 2 corresponds to a medium left curve and selects for the right rail file the asymmetric reference profile 2 (figure 5) and for the left rail file the basic reference profile (figure 3).

The central position 3 of the switch corresponds to an aligned track and selects the basic reference profile for the two rows of rails (FIG. 3).

Position 4 corresponds to an average curve on the right and selects for the left rail file the asymmetric reference profile 1 (figure 4) and for the right rail file the basic reference profile (figure 3). Position 5 of the switch corresponds to a tight right curve and selects for the two rows of rails the asymmetric reference profile 1 (Figure 4).

It is obvious that this selection of the reference profile or profiles suitable for the reprofiling of a given section of track can be done in any other way, for example by a numeric or alphanumeric keyboard or even automatically for example according to the path traveled by the machine and / or by measuring the curvature of the track.

According to the present method, it is obvious that with each modification of a reference profile relating to a rail file, must by necessity happen a modification of the "pattern" or of the configuration of the tools of the rail file corresponding, that is to say the position, the inclination and the power or the force of support of these tools on the rail, so that the new "configuration" of these tools is well the one that best corresponds to obtaining the new desired profile, from the actual measured profile of the rail.

It can be envisaged according to the present method that the selection of a new reference profile for a rail file automatically results in the adequate modification of the configuration of the tools relating to this rail file and this instantaneously and simultaneously for all the tools.

This may however have a drawback, in particular for reprofiling machines comprising a large number of tools per row of rails. In this case, the tools working on the same file of rails being distributed along the machine over a distance which can range from 5 to 20 meters for example, it is not possible to determine with precision from where modification of the configuration of the tools must take place.

To avoid this drawback, the tools will be controlled individually with a different delay depending on the path traveled by the vehicle so that the configuration change is made for each tool, individually at the same point T of the track corresponding to the transition point between the alignment and curve for example. Thus each tool will take its new position at this same point T of the track.

• on crée deux canaux indépendants de traitement de l'information, de mesure, de comparaison, et de sélection et/ou de commande de la configuration des outils, chacun de ces deux canaux étant assignés à l'une des files de rails de la voie ferrée.
• on dispose d'au moins deux profils de référence différents, généralement un ou plusieurs profils asymétriques pour chaque profil de référence de base.
• on sélectionne en fonction du tracé de la voie et/ou du type de rails utilisé pour chaque file le profil de référence assigné à chacune des files de rails. Ces profils de référence peuvent être identiques ou différents.
• dans le cas du profilage, on fait correspondre à chaque couple de profils de référence sélectionnés des configurations des outils de reprofilage adéquates pour chacune des deux files de rails. Le changement de configuration s'effectue simultanément pour tous les outils ou successivement, en fonction de l'avance du véhicule, pour que ce changement ait lieu pour chaque outil en un même point T donné de la voie.

In summary, according to the method according to the present invention, for the programming of and / or the profiling or the reprofiling of the rails of a railroad track

• two independent channels of information processing, measurement, comparison, and selection and / or control of the configuration of the tools are created, each of these two channels being assigned to one of the lines of rails of the track railroad.
• there are at least two different reference profiles, generally one or more asymmetrical profiles for each basic reference profile.
• the reference profile assigned to each of the rails is selected according to the track layout and / or the type of rails used for each queue. These reference profiles can be identical or different.
• in the case of profiling, each configuration of selected reference profiles is matched with configurations of the appropriate reprofiling tools for each of the two rows of rails. The configuration change is carried out simultaneously for all the tools or successively, depending on the advance of the vehicle, so that this change takes place for each tool at the same given point T of the track.

The railway machine or vehicle for the automatic reprofiling of the rails of a railway track can be generally similar to that described in the patents mentioned in the introduction, except that it includes chains for measuring the profiles of the rail. , comparison of these with a reference profile and selection and / or control of the adequate configuration of the tools in position, inclination and power, independent for each row of rails. It further comprises means for selecting, as a function of the route of the path, a pair of reference profiles from a plurality of reference profiles, one of the reference profiles being assigned to one of the chains and therefore to the 'one of the rail lines while the other reference profile is assigned to the other rail line.

The introduction or storage of a reference profile can be done in many different ways, however for the profile of basic reference a sure way to define it is to put a standard rail under the measuring instrument and to adjust the zeros of the different probes.

As the asymmetric profiles are very close to the basic reference profile, a change of standard could cause errors. It is therefore preferable to introduce, in the form of a table, the differences from one profile to another.

A table defining the asymmetrical profile is thus created in Cartesian or polar coordinates as having for each generator of the basic profile a difference Δ determined with respect to the latter.

It is thus possible to recreate by calculation the asymmetrical profile or profiles from the basic reference profile, avoiding any error due to the manipulation of the measuring device or the standard rail.

FIG. 7 illustrates the representation in solid line of a basic reference profile b , in dashed line a first asymmetrical reference profile 1 and in dotted line a second asymmetrical reference profile 1a whose asymmetry is more pronounced. The two reference profiles 1 and 1a are provided for the reprofiling of curves on the right, their mirror images being used for the rectification of curves on the left.

FIG. 7a gives in the form of a table the Cartesian coordinates of the basic reference profile and of the two asymmetric reference profiles. These tables are stored and used to receive the reference profiles without manipulation error. Such a table gives for example as illustrated the coordinates Xi; Yi of the basic reference profile for different points thereof as well as the deviations Δy1; Δy1a between this basic profile b and the asymmetric reference profiles 1 and 1a .

We see that we can have several asymmetric left or right reference profiles usable according to the degree of wear of a rail or the degree of curvature of a curve.

A variant of the method, a detailed example of which is illustrated in FIGS. 8 to 10, is specially adapted for reprofiling the rails of the transition curves between an alignment and the minimum radius R min. of the full curve. In this case, the reference profiles of the two rows of rails of the base profile must be passed gradually or in stages in alignment with the asymmetrical profiles selected for the full curve.

This can be obtained by dividing the transition curve into sections designated 1₁, 1₂, 1₃, 1₄ (fig. 8) and by making each of these sections correspond to a pair of reference profiles, therefore a reference profile for each rail, intermediate between the basic alignment profile and the asymmetrical profile of the full curve.

It is the same during the passage, by two transition curves, of a curve of radius R1 to a counter-curve of radius R2 where one passes for example from a couple of asymmetrical profiles on the left to a couple of asymmetrical profiles on the right passing through the basic profile at the point of inflection.

As shown in FIG. 10, the transition from the full curve of radius R1 to the full curve of radius R2 takes place via the two transition curves L1 and L2 which are divided into 7 sections 1₁ to 1₇. For the sections 1₁, 1₂, 1₃, the pairs of reference profiles are gradually asymmetrical. For 1₄, the pair of reference profiles is that of the alignment, i.e. the basic reference profile. For the sections 1₅, 1₆, 1₇, the couples are progressively asymmetrical, but in the opposite direction to the previous one. It is practically impossible to execute a precise asymmetrical reprofiling of the rails of such a track section with conventional machines. The pairs of reference profiles are preselected advantageously by means of the device according to FIG. 9 comprising a switch for the right or left direction of the curve and a decade of preselections for recalling the pairs of stored reference profiles.

Figure 11 illustrates, side view, a machine for the grinding of the rails of a railroad track formed by a self-propelled vehicle 3 provided with grinding carriages 4. These grinding carriages 4 are provided with rollers resting in position working, on the track rails and are connected to the vehicle 3 on the one hand by a drawbar 5 and, on the other hand, by lifting cylinders 6. These cylinders 6 allow the lifting of the carriage for walking vehicle 3 at high speed for its movement from one grinding site to another.

Each grinding carriage 4 carries several grinding units per line of rails, each of these grinding units comprises a motor which drives a grinding wheel 8 in rotation.

As can be seen particularly clearly in FIG. 13, each grinding unit 7, 8 is movable along its longitudinal axis XX relative to the carriage 4. In fact, the motor 7 carries the chamber 9 of a double-acting cylinder, the piston 9a is integral with a rod, passing through the chamber 9, integral with a support 10. This support 10 is articulated on the carriage 4 around an axis YY, parallel to the longitudinal axis of the rail 11. The angular position grinding units is determined by an angle sensor 12 secured to the support 10 and controlled by a double-acting cylinder 13 connecting this support 10 to the carriage 4.

In this way, each grinding unit can be moved angularly around an axis parallel to the longitudinal axis of the rail which is associated with it and perpendicular to this longitudinal axis which makes it possible to approach and apply the grinding wheel 8 against the rail 11 with a determined force and to move it away from the rail.

The vehicle 3 is also equipped with measuring carriages 14 rolling along each rail equipped with a device 15 for measuring the longitudinal undulations of the surface of the rail 11 and with a device for measuring the transverse profile 16 of the rail head. The carriages 14 are obviously towed by the vehicle 3 for example using the drawbar 17.

The machine described (fig. 15) also includes a device for processing the data delivered by the distance traveled sensor 5, the sensor 15 for the amplitude of the longitudinal undulations of the rail and the sensor 16 for the transverse profile of the rail, and for controlling the reprofiling units 7, 8 both in position and in power to reprofile the rail 11 so as to give it a longitudinal profile and a transverse profile identical to, or close to, the reference profile assigned to it.

This device for processing the measurement signals and for controlling the reprofiling units is very schematically illustrated in FIGS. 15 and 16. It comprises, for each row of rails, three analog-digital converters 20, 21, 22 associated respectively with the sensors 5, 15 and 16, transforming the analog measurement signals delivered by these sensors into digital signals which are delivered to a microprocessor 23.

This microprocessor 23 also receives information which is either entered manually by an alpha-numeric keyboard 24 relating for example to the type of machine used, to the number of grinding units per line of rails which it comprises, and to the capacity of metal removal from the grinding wheels used depending on the power of the motors driving these grindstones.

This processing and control device also includes a memory 25 of the pairs of reference profiles available, namely a basic reference profile for grinding in alignment and several asymmetrical reference profiles for grinding in curves, solid counter-curves or transition. A manual or automatic selector 26 makes it possible, depending on the portion of track to be reprofiled, to deliver to each of the microprocessors 23 one of the reference profiles of a selected torque and to assign it to a determined rail.

The microprocessors 23, each associated with a rail queue, determine according to the data supplied to them and which have been listed above for each reprofiling unit working on the rail queue corresponding to a digital position control signal Po and a power control signal Pu.

Digital-analog converters 27, 28 convert these digital control signals Pu and Po into analog control signals for each of the reprofiling units 7, 8. FIG. 15 illustrates the control loop of a reprofiling unit, the unit No 1 of rail 11 right of the track.

The analog position signal PO₁ is compared in a comparator 29 to the output signal from an angle sensor 30 indicating the angular position of the support 10, and therefore of the grinding unit relative to the axis YY parallel to the longitudinal axis of the rail. If there is no equality between the signal PO₁ and that delivered by the angle sensor 30, the comparator delivers a position correction signal Δpo, positive or negative, controlling via an amplifier 31 a servo-valve 32 for controlling the double-acting cylinder 13 ensuring positioning angle of the grinding unit 7, 8.

The analog power signal Pu₁ is compared using the comparator 33 to a signal proportional to the instantaneous power of the motor 7 and, in the event of an inequality of these signals, the comparator 33 delivers a position correction signal ΔPu, commanding , by means of an amplifier 34 a servo-valve 35 for controlling the double-acting cylinder 9, 9a modifying the pressure of application of the grinding wheel 8 against the rail 11.

Thus, the machine described for the implementation of the asymmetrical reprofiling process comprises for each file of rails a chain comprising at least means for measuring the transverse profile of the rail but generally also the distance traveled and the longitudinal profile of the rail, undulations long or short wavelength; means for comparing this profile with a reference profile assigned to this rail; as well as control and / or selection means, from the data of this comparison, of a configuration in position and power of each tool or reprofiling unit associated with this rail. The means for comparing the measured and reference profiles as well as the means for selecting the configurations, power position, of the tools are in the example illustrated grouped in the microprocessor 23.

Finally, this reprofiling machine comprises means 25 for memorizing at least one basic reference profile and at least one other reference profile, generally of several asymmetric reference profiles, for each basic profile; as well as means 26 for selecting a pair of reference profiles and assigning to each of the rows of rails one of the profiles of this pair.

In the case of a machine such as that described, the measurement of the short and long longitudinal waves of each rail can allow to the microprocessor 23 to determine reshaping modes, soft or aggressive, according to the amplitude of the undulations, and free or blocked, according to the wavelength of these undulations. In aggressive mode an overpower is added to the motors. In free mode each grinding unit is independent, for short wave grinding, while in blocked mode several grinding units are made integral so as to lengthen the reference base for long wave grinding.

The machine according to the invention always comprises two measuring chains, one for each row of rails, as well as two control chains one for each row of rails.

On the other hand, it could, in a variant, comprise only a single microprocessor working sequentially alternately with one and the other of the measurement and control chains.

The machine working in both directions of travel it is equipped with two measuring carriages 14. The front carriage serving to control the reprofiling operation and the rear carriage serving to control this operation.

Claims (13)

1. A profiling or reprofiling method of the rails of a railroad track comprising the steps of measuring for each line of rails at least its transversal real profile; establishing for at least one type of rails one transversal base reference profile and at least another transversal reference profile; selecting one pair of reference profiles; attributing to each of the lines of rails one of the reference profiles of the pair selected; comparating the real transversal profile of each line of rails with the reference transversal profile which is assigned to it, and selecting a particular tool configuration for each line of rails in function of said comparison datas.
2. A method according to claim 1, comprising further the control by means of the comparison datas of a particular tool configuration for each line of rails and making a contineous in site reprofiling.
3. A method according to claim 1, comprising the steps of establishing for each reference base profile at least two asymetric reference profiles which are mirror opposed the one from the other.
4. A method according to claim 1, in which for the reprofiling of a portion of track in alignment, that is approximatively rectilinear, or forming a curve having a great radius of curvature, one assigns to each line of rails the base reference profile.
5. A method according to claim 1, in which for the reprofiling of a portion of track presenting a curve having a medium radius of curvature one assigns to the inside rail a base reference profile and to the outside rail an asymetric reference profile corresponding to the direction left or right of the curve.
6. A method according to claim 1, in which for the reprofiling of a portion of track presenting a narrow curve one assigns to the two lines of rails an asymetric reference profile corresponding to the direction left or right of the curve.
7. A method according to claim 1, in which the change of tool configuration is controled simultaneously for all the tools.
8. A method according to claim 1, in which the change of configuration of each tool is controled separately in function of the advancement of the machine so that said modification of configuration is effected for all the tools at a same point of the track.
9. A method according to claim 1, in which a base reference profile is established by means of a test rail; the asymetric reference profile or the asymetric reference profiles being established by taking in consideration differences which are pre-established between a number of determined points of the base profile and of the asymetric profiles.
10. A machine for the reprofiling of rails of a railroad track comprising measuring means of the transversal profile of the rail for each line of rails; storing means of at least one base reference profile for each type of rails and of at least one other reference profile for each base reference profile; selecting means of a pair of reference profiles as well as means for assiging one of these reference profiles of the pair to one of the line of rails and the other profile to the other line of rails; comparison means of the measured profile of each rail to the selected reference profile; means for controlling and/or selecting in function of these comparison datas a configuration, position and power, of reprofiling tools assigned to each of the line of rails.
11. A machine according to claim 10, comprising further control means to control the selection means of a pair of reference profiles in function of the shape or lay out of the track.
12. A machine according to claim 10, in which the control means of the configuration of the tools relative to each of the line of rails cause a simultaneous modification of the configuration of all the tools.
13. A machine according to claim 10, in which the control means of the configuration of the tools cause a sequential modification of the tools relative to each line of rails in function of the advancement of the machine along the track.

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