EP0466651B1 - Vorrichtung zur Auswechselung von Eisenbahnschienen - Google Patents

Vorrichtung zur Auswechselung von Eisenbahnschienen Download PDF

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Publication number
EP0466651B1
EP0466651B1 EP91810528A EP91810528A EP0466651B1 EP 0466651 B1 EP0466651 B1 EP 0466651B1 EP 91810528 A EP91810528 A EP 91810528A EP 91810528 A EP91810528 A EP 91810528A EP 0466651 B1 EP0466651 B1 EP 0466651B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
rails
heating
welding
old
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
EP91810528A
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English (en)
French (fr)
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EP0466651A1 (de
Inventor
Antoine Pascal Scheuchzer
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Scheuchzer SA
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Scheuchzer SA
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Filing date
Publication date
Priority claimed from CH186891A external-priority patent/CH685779A5/fr
Application filed by Scheuchzer SA filed Critical Scheuchzer SA
Publication of EP0466651A1 publication Critical patent/EP0466651A1/de
Application granted granted Critical
Publication of EP0466651B1 publication Critical patent/EP0466651B1/de
Anticipated expiration legal-status Critical
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/16—Transporting, laying, removing, or replacing rails; Moving rails placed on sleepers in the track
    • E01B29/17—Lengths of rails assembled into strings, e.g. welded together
    • 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
    • E01B31/18—Reconditioning or repairing worn or damaged parts on the spot, e.g. applying inlays, building-up rails by welding; Heating or cooling of parts on the spot, e.g. for reducing joint gaps, for hardening rails

Definitions

  • the invention relates to a train for replacing rail tracks according to the preamble of claim 1.
  • neutralization of the new rails.
  • the purpose of this neutralization is to fix the rails in a state of least expansion, either at a determined average temperature (for example 25 ° C.) when the neutralization takes place by heating the rails, or with a stretching of the rails corresponding to their expansion at this average temperature when the neutralization operation is carried out by stretching the rails. Thanks to the neutralization of the rails, the risks of breakage of said rails are considerably reduced in cold weather or of deformation in hot weather.
  • the heating of the new rails placed on the sleepers is generally done by means of air burners, which must be moved regularly on the track, the two rows of rails being treated simultaneously.
  • heating takes place in several passes from the free end of the long rails to the fixed point and back in the opposite direction.
  • the rails are slightly lifted from their supports to allow them to extend freely between the heating point and the free end of the long rails.
  • the fasteners must be tightened.
  • the temperature of the rails is measured using at least two magnet thermometers, and this measurement must last at least five minutes. However, such measurements do not give very accurate results.
  • Rail renewal trains such as those described in documents EP-B-4985 and EP-B-19984, are designed to replace not only the rails, but also the sleepers and the ballast, and do not include no installation to neutralize new rails.
  • the patent US-A-3896734 (cf. the preamble of claim 1) describes a train for the continuous laying of rows of rails, this train comprising a mobile device for heating or cooling the rails to keep them at the average ambient temperature during the mounting operation on the sleepers.
  • the present invention aims to create a train for the substitution and the mechanized neutralization of the rails.
  • the train according to the invention is characterized by the characterizing clause of claim 1.
  • the essential advantage of the invention is to allow, in a single process, both the substitution and the neutralization of the rails, and this in a mechanized manner, which provides considerable savings in time and labor.
  • the proposed continuous heating system also has the advantage of not requiring longitudinal transport of the treated rails: it is the substitution train which advances, while the new rails are only raised.
  • the heating as well as the temperature of the treated rails can be respectively controlled and measured much more easily and more precisely than in full track according to the current non-mechanized systems.
  • Another advantage of the invention is that during the heating of the new rails, the old rails are detached and released, which further saves time.
  • the invention makes it possible to replace and neutralize the rails at an average speed of the order of 300 m to 400 m per hour, during the few hours granted at night, therefore over approximately 1.5 to 2 km per night.
  • Figures 1 to 3 show in three successive parts the substitution and neutralization train with the welding vehicle and the heating vehicle.
  • FIGS. 1a to 3a are top views of the track to illustrate the positions of the old rails R1 and of the new rails R2 and their lateral displacement during the substitution, as well as some parts of the vehicles according to FIGS. 1 to 3.
  • FIG. 4 is an enlarged sectional view of the tunnel alone for the vehicle 1 according to FIG. 2.
  • Figure 5 shows, in section, like Figure 4, a variant of the tunnel arrangement.
  • FIGS. 1 to 3 show, placed one after the other, a substitution train provided, in front of the heating vehicle 1, with a welding vehicle 80 for welding the new rails R2, before those - be neutralized.
  • the heating tunnels of vehicle 1 are short and are installed quite low, such that the path of the rails R2 is below the axles of the bogies, at a distance from the ballast of between 20 to 40 cm, preferably between 25 and 30 cm. Thanks to this arrangement, it is necessary to avoid having to lift the rails very high and above all above the axles, which facilitates the work and the guiding of the rails.
  • the vehicle 1 (FIG. 2) fitted with a front bogie 5 and a rear bogie 12 rolls on the old rails R1 and comprises a box 4 comprising a cabin 4a, compartments 4b for inverters which supply the inductors of each tunnel high-frequency heating, compartments 4c for the refrigeration units which cool the inductors, a tank 4d for the fuel oil, generator groups 4e which supply the inverters, as well as groups of capacitors 4f assigned to the inductors.
  • a box 4 comprising a cabin 4a, compartments 4b for inverters which supply the inductors of each tunnel high-frequency heating, compartments 4c for the refrigeration units which cool the inductors, a tank 4d for the fuel oil, generator groups 4e which supply the inverters, as well as groups of capacitors 4f assigned to the inductors.
  • the new R2 rails are gripped at the head of the vehicle 1 by gripping means 14 and placed on the guide rollers 64 fixed to the chassis of the vehicle and distributed along the latter in such a manner so that the new R2 rails can pass under the axles 5a, 12a and between the wheels of the bogies 5 and 12.
  • the heating tunnels are installed in the area of the rear end of the vehicle 1 in the middle of the track, in a common frame 36 ( Figure 4). In the case under consideration they are divided into two parts 15a, 15b fixed to the chassis 7, one located before and the other after the rear bogie 12.
  • the part 15a comprises two inductor units 76 each having a length of 1 m, and therefore is only 2 m in length, while the part 15b has only one inductor which is 1 m in length.
  • Each inductor 76 has the form of a coil with a turn and is connected to a group of capacitors, the oscillating circuit formed by this coil and these capacitors being supplied by inverters.
  • every part of the tunnel comprises two sections placed side by side, one for each row of rails, as shown in FIG. 4 for the parts 15a, 15a ', provided with inductors 76 surrounding the two rails R2.
  • each part of the tunnels can be provided with rollers 37a which rest and roll on the rails R2 passing this part, these rollers being installed before and after the inductors, respectively between the inductors.
  • the parts of the tunnels are suspended from the chassis 7 so that they are slightly movable relative to the chassis to allow them to adjust themselves.
  • the two sections 15a, 15a 'of the tunnel provided for each rail file are slightly spaced from each other, connected by a crosspiece 36a and suspended from the chassis 7 by jacks 7a which allow them to be lifted when walking high.
  • Each tunnel is provided not only with rollers 37a which rest on the rails R2, but also on either side of each rail, rollers 37b ensuring lateral guidance
  • stain removal stations are provided on two nacelles 16 suspended from the chassis 7; these nacelles are equipped with tools for dismantling the fasteners such as automatic spanners 18 and are provided with wheels 16a for rolling on the rails R1.
  • the vehicle 1 includes rail guides 29 for the old released R1 rails, a cantilever frame 38 carrying an adjustable support 31 provided with rail clamps 32 which lift the rails R1 (Figure 2) and spread them apart ( Figure 2a), as well as a track 39 rolling on the sleepers to prevent them from coming out of ballast when lifting R1 rails.
  • the frame 38 can be moved towards the interior of the vehicle thanks to the rollers 38a rolling on slides of the chassis 7.
  • the mounting vehicle 2 ( Figure 3) having the bogies 42 and 61 rolls on the new rails R2 which are placed in their correct position on the crosspieces at the front of the bogie 42.
  • the vehicle has at the head a frame 40 in overhang provided with an adjustable support 47 carrying rail clamps 48 to spread the rails R2 towards the fixing positions, as shown in FIG. 3a.
  • the frame 40 can be moved towards the interior of the vehicle thanks to the rollers 40a rolling on slides of the frame 52.
  • auxiliary heating tunnel 15c positioned at the head of said vehicle and covering from above the rails R2, as well as other rail clamps 69 for positioning these rails R2 on the sleepers T.
  • This auxiliary tunnel 15c only comes into operation in the event of work being interrupted, in order to heat the rails R2 already out of the tunnel 15a, 15b before they are fixed.
  • a link 36 'between vehicles 1 and 2 comprising an electric line and a cooling pipe is used to supply this part 15c of the tunnel.
  • the vehicle 2 further comprises front 70 and rear 71 cabins, a generator group 72, as well as mounting stations on the two nacelles 53. These nacelles are suspended from the chassis 52 and provided with tools for mounting the fasteners, in particular automatic spanners 54, as well as wheels 53a to roll on R2 rails.
  • the old rails R1 are guided by guide rollers 65 and deposited next to the track as shown in Figure 3a.
  • means 73 for picking up the fasteners removed by the stain removal stations of the vehicle 1 and deposited on the track. These fasteners are transported by conveyors 73a to storage places 74 and by conveyors 75 to the attachment stations on the nacelles 53.
  • a welding vehicle 80 (FIG. 1) rolls on the rails R1 to weld new rails R2 and, after having carried out a welding, advances to the place of the next welding.
  • This vehicle 80 comprises at the head a rail crane 81, a cabin 82 and, suspended from the chassis 80a, a flash-forging-welding unit 83, means 84 for positioning the rails to be welded as well as a grinding unit 85 for machining welds.
  • a generator group 86 At the rear is a generator group 86.
  • Guide rollers 87 suspended from the chassis guide the rails R2 before they are positioned by the means 84 and after welding.
  • the welding unit can occupy a rest position 83 ′ as shown in dotted lines in FIG. 1. Thanks to this vehicle 80, which works to a large extent automatically, the new rails R2 form a line seamless before passing the vehicle 2.
  • the means 84 and the units 83 and 85 are installed between the front and rear bogies; this arrangement allows good positioning and faster processing of the rails than with known welding devices.
  • each weld is approximately 1.5 to 2 minutes, the complete operation, including positioning and grinding as well as the advancement of vehicle 80 for approximately 18 minutes. If, for example, the rails are 108 m long, the train formed by vehicles 1 and 2 can move continuously at a speed of about 360 m / h.
  • small tracking carriages 90 comprising a small support placed between two crosspieces T and provided with rollers, on which the rails R2 can easily move in the longitudinal direction during their positioning. before welding and during welding as well until they are fixed.
  • the new rails R2 located in front of the welding vehicle 80 are placed on the small carriages 90 until they are taken up by the guide rollers 87 and, behind the vehicle 80, the rails are again posed on the carriages 90 until they are taken up by the guide rollers 64 of the vehicle 1.
  • These small carriages 90 can be stored on a support 88 at the head of the vehicle 80 and when they are no longer used once that the rails have been taken up by the guide rollers 64 of the vehicle 1, they can be deposited on a support 79 at the head of the vehicle 2. These carriages 90 are distributed at the front of the vehicle 1 by a laying carriage rolling on the old R1 rails.
  • a welding station for the first welding at the start of the work.

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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)
  • Toys (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (13)

  1. Zug zum Ersetzen der Schienen eines Eisenbahngleises, welcher Zug aus auf dem alten und dem neuen Gleis rollenden Wagen besteht und folgende Wagen aufweist:
    - einen Schweisswagen (80) mit einer Schweisseinheit (83) zum Schweissen der aneinanderliegenden Enden der neuen Schienen (R2), um kontinuierliche Schienenstränge zu bilden,
    - einen Heizwagen (1) mit wenigstens einer Heizvorrichtung (15a, 15b) für jeden Schienenstrang, um die Stränge der neuen Schienen (R2) kontinuierlich zu erwärmen, um sie während der Vorwärtsbewegung des Zuges zu neutralisieren und um die Temperatur der neuen Schienen (R2) zu kontrollieren, wobei der genannte Schweisswagen (80) und der genannte Heizwagen (1) auf dem alten Gleis rollen und der Schweisswagen (80) vor dem Heizwagen (1) rollt, und
    - einen Montagewagen (2), der auf dem neuen Gleis im ungefähr konstanten Abstand vom Heizwagen (1) rollt und Mittel zur Befestigung der auf die gewünschte Temperatur gebrachten neuen Schienen (R2) auf den Schwellen aufweist,
    dadurch gekennzeichnet, dass
    - der genannte Zug zum Ersetzen aus einem Schweisswagen (80), einem Heizwagen (1) und einem Montagewagen (2) besteht,
    - der Schweisswagen (80) mit Mitteln (84) für die Positionnierung der zu verschweissenden, zuvor auf die Baustelle zwischen die alten Schienen (R1) transportierten neuen Schienen (R2) und ausserdem mit der genannten Schweisseinheit (83) und einer Schleifeinheit (85) versehen ist, wobei die Schweisseinheit (83) eine Arbeitsstellung und eine Ruhestellung in Bezug auf das Chassis des Schweisswagens (80) einnehmen kann und wobei die genannten Mittel (84) und Einheiten (83, 85) zwischen dem vorderen und dem hinteren Fahrgestell des genannten Schweisswagens angeordnet sind,
    - der Heizwagen (1) mit wenigstens einer Heizvorrichtung für jeden Schienenstrang versehen ist, welche Heizvorrichtung aus einem Heiztunnel (15a, 15b) mit Heizung durch Induktion besteht, welcher zwischen den alten Schienen (R1) angeordnet und in solcher Weise montiert ist, dass die zu erwärmenden neuen Schienen (R2) unter den Radachsen (5a, 12a) und zwischen den Rädern des Heizwagens durchlaufen, wobei der genannte Heizwagen ausserdem vorn mit Greifmitteln (14) für die Stränge der verschweissten und zwischen den alten Schienen (R1) angeordneten neuen Schienen (R2) versehen ist, um sie in den genannten Tunnel (15a, 15b) einzuführen, und zwischen den Fahrgestellen (5, 12) am Chassis (7) des Heizwagens aufgehängte, einziehbare Gondeln (16), die mit Mitteln (18) für die Demontage der alten Schienen (R1) versehen sind, sowie Mittel (29, 31, 32) zum Ergreifen und Führen der alten Schienen (R1) aufweist.
    - der Montagewagen (2) vorn einen überhängenden Rahmen (40), der mit Mitteln für die Führung und die Verlegung (47, 48) der neuen Schienen (R2) versehen ist, und zwischen den Fahrgestellen (42, 61) einziehbare, am Chassis (52) des genannten Montagewagens aufgehängte Gondeln (53) aufweist, die mit den genannten Mitteln zur Befestigung der neuen Schienen (R2) versehen sind.
  2. Zug nach Anspruch 1, dadurch gekennzeichnet, dass sich der Tunnel in der Zone des hinteren Endes des Heizwagens (1) befindet und vorzugsweise in zwei Teile (15a, 15b) unterteilt ist, von denen der eine vor und der andere hinter dem hinteren Fahrgestell (12) dieses Wagens angeordnet ist.
  3. Zug nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass die genannten Tunnel (15a, 15b) in einem einzigen Gestell (36) angeordnet sind.
  4. Zug nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass am vorderen Teil des Montagewagens (2) ein Hilfsheiztunnel (15c) angeordnet ist.
  5. Zug nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass ein überhängender Rahmen (38) am hinteren Teil des Heizwagens (1) vorgesehen ist, wobei dieser Rahmen einen einstellbaren Träger (31) aufweist, der Schienenzangen (32) trägt, um die alten Schienen (R1) zu führen.
  6. Zug nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass am hinteren Teil des Heizwagens (1) ein Raupenfahrwerk (39) montiert ist, welches auf den Schwellen rollt, um zu verhindern, dass diese beim Anheben der alten Schienen (R1) aus dem Schotter herausbewegt werden.
  7. Zug nach Anspruch 5 oder 6, dadurch gekennzeichnet, dass das genannte Raupenfahrwerk (39) am genannten überhängenden Rahmen (38) aufgehängt ist.
  8. Zug nach einem der Ansprüche 5 bis 7, dadurch gekennzeichnet, dass die genannten überhängenden Rahmen (38, 40) ins Innere des betreffenden Wagens verschiebbar sind.
  9. Zug nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass die genannten Gondeln (16, 53) so angeordnet sind, dass sie auf den alten und den neuen Schienen rollen können.
  10. Zug nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass die genannten Gondeln (16, 53) mit Robotermaschinen (18, 54) versehen sind, welche für das automatische Lösen bzw. Anbringen der Schienenbefestigungen vorgesehen sind und vorzugsweise computergesteuert werden.
  11. Zug nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass eine Transportvorrichtung (73, 74, 75) für den Transport der an den Bedienungsständen des Heizwagens (1) abmontierten Befestigungen zu den Befestigungsstationen des Montagewagens (2) vorgesehen ist.
  12. Zug nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass am vorderen Teil des Montagewagens (2) eine Station für das Schweissen der Schienen vorgesehen ist.
  13. Zug nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass jeder Tunnel (15, 15a, 15b) mit Trag- und Führungsrollen (37a, 37b) versehen ist.
EP91810528A 1990-07-13 1991-07-05 Vorrichtung zur Auswechselung von Eisenbahnschienen Expired - Lifetime EP0466651B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CH2351/90 1990-07-13
CH235190 1990-07-13
CH1868/91 1991-06-25
CH186891A CH685779A5 (fr) 1991-06-25 1991-06-25 Dispositif pour la substitution des rails des voies de chemins de fer.

Publications (2)

Publication Number Publication Date
EP0466651A1 EP0466651A1 (de) 1992-01-15
EP0466651B1 true EP0466651B1 (de) 1995-09-06

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ID=25688883

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91810528A Expired - Lifetime EP0466651B1 (de) 1990-07-13 1991-07-05 Vorrichtung zur Auswechselung von Eisenbahnschienen

Country Status (7)

Country Link
US (1) US5181472A (de)
EP (1) EP0466651B1 (de)
JP (1) JPH0579003A (de)
AT (1) ATE127557T1 (de)
CA (1) CA2046940A1 (de)
DE (1) DE69112729T2 (de)
DK (1) DK0466651T3 (de)

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US8655540B2 (en) * 2007-08-20 2014-02-18 International Electronic Machines Corp. Rail vehicle identification and processing
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FR3009724B1 (fr) * 2013-08-19 2016-02-05 Etf Procede de remplacement de rails et engins ferroviaires associes.
CN105735064B (zh) * 2014-12-11 2017-06-06 周波 一种大修列车隧道换枕施工方法
AT520040B1 (de) * 2017-06-06 2021-01-15 Swietelsky Ag Schienenfahrzeug zur Gleisoberbausanierung
CN109989307B (zh) * 2017-12-29 2024-05-17 中国铁建高新装备股份有限公司 一种无缝线路钢轨焊接修复车及修复方法
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Also Published As

Publication number Publication date
US5181472A (en) 1993-01-26
CA2046940A1 (en) 1992-01-14
DE69112729T2 (de) 1996-05-02
EP0466651A1 (de) 1992-01-15
ATE127557T1 (de) 1995-09-15
DE69112729D1 (de) 1995-10-12
DK0466651T3 (da) 1996-01-02
JPH0579003A (ja) 1993-03-30

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