EP0418522B1 - Procédé de programmation du reprofilage des rails d'une voie ferrée et meulage simultané ou différé de ces rails et dispositif pour la mise en oeuvre du procédé - Google Patents

Procédé de programmation du reprofilage des rails d'une voie ferrée et meulage simultané ou différé de ces rails et dispositif pour la mise en oeuvre du procédé Download PDF

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Publication number
EP0418522B1
EP0418522B1 EP90114680A EP90114680A EP0418522B1 EP 0418522 B1 EP0418522 B1 EP 0418522B1 EP 90114680 A EP90114680 A EP 90114680A EP 90114680 A EP90114680 A EP 90114680A EP 0418522 B1 EP0418522 B1 EP 0418522B1
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EP
European Patent Office
Prior art keywords
rail
metal
section
tools
reprofiling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP90114680A
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German (de)
English (en)
French (fr)
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EP0418522A1 (fr
Inventor
Romolo Panetti
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Speno International SA
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Speno International SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Priority to AT90114680T priority Critical patent/ATE82342T1/de
Publication of EP0418522A1 publication Critical patent/EP0418522A1/fr
Application granted granted Critical
Publication of EP0418522B1 publication Critical patent/EP0418522B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • E01B35/06—Applications of measuring apparatus or devices for track-building purposes for measuring irregularities in longitudinal direction
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/16—Guiding or measuring means, e.g. for alignment, canting, stepwise propagation

Definitions

  • the present invention relates to a reprofiling programming method, reprofiling itself of the rails of a railroad track and a device for its implementation.
  • the determination of the number of passes is empirical, it essentially depends on the experience acquired by comparing the previous grinding campaigns. For example, it is known that for a given line, of a determined network, having a given wave wear, the number of passes to be made with the machine usually used is of the order of "X”. If the transverse profile is no longer perfect, we will add a number "Y" of passes, which will make a total "X + Y”.
  • the aim of the present invention is therefore to: Define the optimum number of passes and working speed for a given section of track so as to keep track occupation time to a minimum. Allow programming work independently of the grinding work, which is the normal case, or during the grinding work by adapting, in the latter case, the advance of the machine and the various parameters influencing the removal of metal to the '' excess metal measured at the front of the machine. Allow independent programming by means of a vehicle equipped with devices for measuring the longitudinal and transverse profiles of the rail, as well as supports making it possible to store these measured values as a function of the path traveled on the track.
  • FIG. 1 illustrates the block diagram of the functions necessary for programming the reprofiling of a rail.
  • Figure 2 illustrates the calculation of the volume of metal to be removed by reprofiling on a facet of the rail.
  • Figures 3a, 3b and 3c respectively illustrate the cross-section, longitudinal and total of metal to be removed for reprofiling the rail.
  • FIG. 4 illustrates the hourly metal removal capacity of a tool, ie of a grinding wheel, as a function of the power of its drive motor.
  • FIG. 5 illustrates in side elevation a reprofiling vehicle.
  • FIGS 6 to 8 illustrate details of the vehicle illustrated in Figure 5.
  • FIG. 9 illustrates a detail of a device for measuring the transverse profile of the rail.
  • FIG. 10 is a diagram representing the control device for the grinding units of a reprofiling vehicle.
  • FIG. 11 illustrates a variant of the method according to which the head of the rail is broken down into three zones.
  • FIG. 12 illustrates the distribution of the surfaces SA, SB and SC of each of the zones, representing the section of metal to be removed for different types of worn rail profiles.
  • FIG. 13 illustrates a block diagram of the operations to be carried out in the variant of the method using the decomposition into three zones of the rail head.
  • Figures 14a, 14b and 15 illustrate, for a variant of the process in which the transverse profile of the rail is broken down into as many zones as there are reprofiling tools, the gaps between the real profile and the reference profile, respectively the metal sections ⁇ S to be removed.
  • the section of the facet being defined as a function of the metal removal capacity of the tool and its speed of movement along the rail, it is necessary, to determine the number of passes necessary for the reprofiling of a section of rail define the quantity of metal to be removed from this rail to give it the correct desired profile. It is therefore necessary to determine the total section Stot of metal to be eliminated in order to find the reference profile.
  • the number of machine passes, the speed of advance in work and the length of the track being known, the work program of the machine and the occupation of the track are defined.
  • the path traveled or the position of the vehicle on the track, or its mileage point, is measured by an encoder 1 mounted on a measuring wheel in contact with the rail 2 of the track and delivering electrical signals representative of this position.
  • the transverse profile of the rail 2 is measured using a sensor 3 which can be, for example optical, ultrasonic or mechanical such as that illustrated in FIG. 9 and described in patent EP 0.114.284.
  • This sensor delivers electrical signals representative of the transverse profile of the rail head.
  • the wavelength and / or the depth of the longitudinal undulations of the running surface of the rail 2 is also measured using a sensor 4 forming part of an apparatus as described in patent EP 0,044,885 by example.
  • This sensor 4 delivers electrical signals representative of the amplitude of these longitudinal undulations.
  • the sensors 3 and 4 and the encoder 1 can be mounted on a common carriage 5 rolling on the rail 2.
  • the distance X between two desired samples is determined at 6 and stores the signals representative of these samples of profile P and amplitude of ripples h at 7 and 8 respectively.
  • Sampling is carried out at predetermined regular intervals, for example every 0.5 m, and the track is divided into sections of length Lo for each of which the reprofiling characteristics will be programmed then the reprofiling executed.
  • This reference length Lo is stored at 9.
  • the average profile P for each section of track Lo is stored in 12 in the form of a matrix for example and compared in 13 with the reference profile determined beforehand and which is itself stored in 13a also in the form of a matrix.
  • This determined reference profile is chosen from the possible reference profiles stored in 13b. This Pref. may be identical for all the sections of Lo track or on the contrary different for each of these or at least for some of these sections Lo.
  • the comparison between the reference profile and the average profile P of each section Lo as well as the calculation of the section S tran of metal to be removed can be done in rectangular, or polar coordinates, or in matrix form according to known methods.
  • the values of Stran Pmoy - Prefs are stored in 14.
  • the average amplitude h longitudinal undulations of the rail on the section Lo can be the arithmetic mean of the absolute values of h measured on said section or else their quadratic mean, depending on the measurement devices chosen and the habits of the user.
  • This average amplitude h on the section Lo, calculated according to the desired manner is stored in 11 and is used for the calculation of the metal section SLong.
  • the maximum number of PM max machine passes is not an integer, it consists of: an integer number of IP passes and a number of fractional FP passes.
  • a second calculation is carried out in a second step to determine another working speed of the machine so as to obtain an integer number of passes which is of course equal to the integer part of the maximum number of machine passes calculated previously.
  • V Vmax.
  • IP (PMmax) PMmax then it is checked that the speed obtained V is greater than or equal to the minimum working speed Vmin for the given machine.
  • V ⁇ Vmin If V ⁇ Vmin then the speed V is used for reprofiling.
  • V ⁇ Vmin it will be necessary to increase the metal removal capacity of the tools according to the characteristics of the tools of the machine to be used (see FIG. 4).
  • Vmin V with C2 ⁇ Cmax and C2> C1 which will determine the power required for this metal removal value C2 according to the curve in FIG. 4.
  • FIG. 5 illustrates, seen from the side, a machine for the rectification of the rails of a railroad track formed by a self-propelled vehicle 23 provided with grinding carriages 24.
  • These grinding carriages 24 are provided with rollers resting in position working, on the rails of the track and are connected to the vehicle 23 on the one hand by a drawbar 25 and on the other hand by lifting cylinders 26.
  • These cylinders 26 allow in addition to the application of the carriage on the track with a desired force the lifting of the carriage for high-speed walking high speed of the vehicle 23 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 27 which drives a grinding wheel 28 in rotation.
  • each grinding unit 27, 28 is movable along its longitudinal axis XX relative to the carriage 24.
  • the motor 27 carries the chamber 29 of a double-acting cylinder whose piston 29a is integral with a rod, passing through the chamber 29, integral with a support 30.
  • This support 30 is articulated on the carriage 24 about an axis YY, parallel to the longitudinal axis of the rail 2.
  • the angular position of the grinding units is determined and controlled by a sensor d angle 32 integral with the support 30 and a double-acting cylinder 33 connecting this support 30 to the carriage 24.
  • each grinding unit is angularly movable about an axis parallel to the longitudinal axis of the rail which is associated with it and perpendicular to this longitudinal axis which allows to approach and apply the grinding wheel 28 against the rail 2 with a determined force and move it away from the rail.
  • the vehicle 23 is also equipped with two measuring carriages 5 rolling along each rail equipped with a device 4 for measuring the longitudinal undulations of the surface of the rail 2 and a device 3 for measuring the transverse profile of the rail head .
  • the carriages 5 are obviously towed by the vehicle 23 for example using a drawbar 37.
  • the device for measuring the transverse profile of the rails is illustrated diagrammatically in FIG. 9 in the form of a set of mechanical probes in contact with different generators of the rail head (see patent CH 651 871).
  • the machine described also comprises (FIG. 10) a device for processing the data delivered by the sensors 1 of distance traveled, 4 of amplitude of the longitudinal undulations of the rail and 3 of the transverse profile of the rail and of controlling the reprofiling units 27, 28 both in position and in power to reprofile the rail 2 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 FIG. 10. It comprises, for each file of rails, three analog-digital converters 40, 41, 42 associated respectively with sensors 1, 4 and 3 , transforming the analog measurement signals delivered by these sensors into digital signals which are delivered to a microprocessor 43.
  • This microprocessor 43 also receives information which is either entered manually by an alpha-numeric keyboard 44 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 removal of metal from the tools used depending on the power of the motors driving these tools.
  • the alpha-numeric keyboard also introduces the data defining the reference profiles as well as the lengths of the reference sections Lo, the distance x between the samples and the mileage point P.k. of departure.
  • the microprocessor 43 determines on the basis of the data supplied to it and which have been listed above for each reprofiling unit working on the two rails, a digital position control signal Po and a power control signal Pu thus a control signal V of the working speed of the vehicle.
  • Digital-analog converters 47, 48 convert these digital control signals Po, Pu into analog control signals for each of the reprofiling units 27, 28.
  • a digital-analog converter 60 converts the digital speed control signal V into an analog control signal.
  • Figure 10 illustrates the servo loop of a reprofiling unit, unit No 1 of rail 2 of the track.
  • the analog position signal PO1 is compared in a comparator 49 to the output signal from an angle sensor 40 indicating the angular position of the support 30, and therefore of the grinding unit around 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 40, the comparator delivers a position correction signal ⁇ po, positive or negative, controlling via an amplifier 51 a servo-valve 52 for controlling the double-acting cylinder 33 supplied with pressurized fluid by the hydraulic unit 64, ensuring the angular positioning of the grinding unit 27, 28.
  • the analog signal Pu1 is compared using the comparator 53 to a signal proportional to the instantaneous power of the motor 27 and, in the event of inequality of these signals, the comparator 53 delivers a power correction signal ⁇ pu controlling, by l through an amplifier 54 a servo-valve 55 for controlling the double-acting cylinder 29, 29a modifying the pressure of application of the grinding wheel 28 against the rail 2.
  • the analog speed signal V delivered by the digital-analog converter 60 supplied by the microprocessor 43 is compared using a comparator 61 to a signal proportional to the speed of the traction motor 62 of the vehicle 23 and in case of inequality of these signals, the comparator 61 delivers a correction signal ⁇ F controlling by means of an amplifier 63 the frequency of electrical supply of the traction motor 62.
  • the device described for implementing the method programming and reprofiling comprises for each file of rails means for measuring the transverse profile, the distance traveled, the longitudinal profile of the rail and the amplitude of the ripples of long or short wavelength.
  • Figure 12 illustrates for different types of rail wear, the value of the metal sections SA, SB, SC to be removed.
  • FIG. 13 is a block diagram illustrating the programming and control operations of a reprofiling machine according to the principle of division into three zones A, B, C of the rail head.
  • the total surface of the head of the rail 2 is divided into three zones A, B, C of equal length or not according to the decisions of the programmer. This is done using the knowledge in 16 of the total section of metal to be removed and a subdivision of the reference profile into three parts stored in 71 for example in the form of a matrix.
  • the sections SA, SB and SC are displayed and stored in 17.
  • the number of tools assigned to each of these areas is determined at 73. This makes it possible to optimize at 22 the speed V and the number of passes by also knowing the speeds Vmin and Vmax memorized in 19. The calculated working speed V and the number of determined machine passes PM are displayed and memorized at 17.
  • the geometric configurations of tools stored in 72 are selected, that corresponding to the number of tools per zone determined in 73 and in 75 the power configuration of the tools assigned to each of zones A, B, C is determined. starting from the geometric configurations chosen in 74 and from the optimization carried out in 22.
  • the power Pu and the number of tools N in 17 are displayed and stored for each zone A, B, C.
  • the three-position selector 76 it is possible when it is in position 1 to save the data stored in 17 and to establish characteristic records for programming and controlling reprofiling; when in position 2 to make this recording and simultaneously control a reprofiling machine of the rails and finally when it is in position 3, to directly control a reprofiling machine without recording programming and reprofiling parameters .
  • the reference profile can be broken down into as many zones as there are reprofiling tools available, for example ten.
  • Figure 14a shows the metal section relating to the area allocated in principle to each of the ten tools.
  • the reference profile is developed on the abscissa, the elements ⁇ L1, ⁇ L2 .& ⁇ L10 being reported one after the other giving the axis of the abscissas.
  • the profile deviations being carried on the ordinate, positively upwards (when there is excess metal); negatively (lack of metal) down.
  • the ordinate scale can be amplified in order to clearly visualize the problem.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Finish Polishing, Edge Sharpening, And Grinding By Specific Grinding Devices (AREA)
EP90114680A 1989-08-28 1990-07-31 Procédé de programmation du reprofilage des rails d'une voie ferrée et meulage simultané ou différé de ces rails et dispositif pour la mise en oeuvre du procédé Expired - Lifetime EP0418522B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90114680T ATE82342T1 (de) 1989-08-28 1990-07-31 Verfahren zum programmieren des wiederprofilierens von eisenbahnschienen und gleichzeitigen oder nachtraeglichen schienenschleifen und einrichtung zur durchfuehrung des verfahrens.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3107/89 1989-08-28
CH3107/89A CH680672A5 (xx) 1989-08-28 1989-08-28

Publications (2)

Publication Number Publication Date
EP0418522A1 EP0418522A1 (fr) 1991-03-27
EP0418522B1 true EP0418522B1 (fr) 1992-11-11

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EP90114680A Expired - Lifetime EP0418522B1 (fr) 1989-08-28 1990-07-31 Procédé de programmation du reprofilage des rails d'une voie ferrée et meulage simultané ou différé de ces rails et dispositif pour la mise en oeuvre du procédé

Country Status (10)

Country Link
US (1) US5134808A (xx)
EP (1) EP0418522B1 (xx)
JP (1) JP2862978B2 (xx)
AT (1) ATE82342T1 (xx)
AU (1) AU628629B2 (xx)
CA (1) CA2022569C (xx)
CH (1) CH680672A5 (xx)
DE (2) DE418522T1 (xx)
HK (1) HK1000605A1 (xx)
ZA (1) ZA906205B (xx)

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CH689642A5 (fr) * 1994-02-18 1999-07-30 Speno International Installation pour le reprofilage des rails d'une voie ferrée.
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DE50008420D1 (de) * 1999-03-25 2004-12-02 Wilfried Scherf Anordnung von schleifmodulen mit schleifwerkzeugen in schienenschleifmaschinen
DE29908064U1 (de) * 1999-05-06 2000-08-17 Elektro Thermit Gmbh & Co Kg Vorrichtung zur Bearbeitung von Schienenprofilen
LU90787B1 (fr) * 2001-06-12 2002-12-13 Soluxtrafer S A Dispositif mobile d'usinage de rails
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KR101011040B1 (ko) * 2008-09-02 2011-01-25 윤응노 레일 저면의 잔류 덧살 제거장치
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Also Published As

Publication number Publication date
US5134808A (en) 1992-08-04
CA2022569C (en) 1999-03-30
EP0418522A1 (fr) 1991-03-27
CA2022569A1 (en) 1991-03-01
JP2862978B2 (ja) 1999-03-03
DE69000460D1 (de) 1992-12-17
AU628629B2 (en) 1992-09-17
CH680672A5 (xx) 1992-10-15
ZA906205B (en) 1991-05-29
ATE82342T1 (de) 1992-11-15
JPH03103503A (ja) 1991-04-30
DE69000460T2 (de) 1993-05-13
HK1000605A1 (en) 1998-04-09
DE418522T1 (de) 1991-07-25
AU6131090A (en) 1991-02-28

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