EP0466652A1 - Vorrichtung zur Neutralisierung von neuen Eisenbahnschienen - Google Patents

Vorrichtung zur Neutralisierung von neuen Eisenbahnschienen Download PDF

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Publication number
EP0466652A1
EP0466652A1 EP91810529A EP91810529A EP0466652A1 EP 0466652 A1 EP0466652 A1 EP 0466652A1 EP 91810529 A EP91810529 A EP 91810529A EP 91810529 A EP91810529 A EP 91810529A EP 0466652 A1 EP0466652 A1 EP 0466652A1
Authority
EP
European Patent Office
Prior art keywords
rails
vehicle
heating
new
tunnel
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.)
Granted
Application number
EP91810529A
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English (en)
French (fr)
Other versions
EP0466652B1 (de
Inventor
Antoine Pascal Scheuchzer
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.)
Scheuchzer SA
Original Assignee
LES FILS D'AUGUSTE SCHEUCHZER SA
SCHEUCHZER FILS AUGUSTE
Scheuchzer 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
Priority claimed from CH186991A external-priority patent/CH685636A5/fr
Application filed by LES FILS D'AUGUSTE SCHEUCHZER SA, SCHEUCHZER FILS AUGUSTE, Scheuchzer SA filed Critical LES FILS D'AUGUSTE SCHEUCHZER SA
Publication of EP0466652A1 publication Critical patent/EP0466652A1/de
Application granted granted Critical
Publication of EP0466652B1 publication Critical patent/EP0466652B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • 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

Definitions

  • the invention relates to a method and a device for neutralizing new rail tracks previously routed on the site.
  • 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 rupture of said rails in cold weather or of deformation in hot weather are considerably reduced.
  • 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 present invention aims to create a method and a device for the mechanized neutralization of rails.
  • the device for implementing this method is defined by claim 4.
  • the essential advantage of the invention is that it makes it possible to neutralize rails in a mechanized manner, which gives 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 neutralization vehicle 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 can be detached and released, which further saves time.
  • the vehicle When replacing the rails, the vehicle, preferably equipped with a heating tunnel for each row of rails, can run on the old rails and can be equipped in this case with stain removal stations for the old rails.
  • the invention makes it possible to neutralize the rails at an average speed of the order of 300 m to 400 m per hour, during the few night hours allowed, therefore over approximately 1.5 to 2 km per night.
  • the heating is preferably done by high frequency induction.
  • the tunnels are located between the rails of the track, in the region of the rear end of the heating vehicle, and are preferably divided into two parts arranged one before and the other after the rear bogie of this vehicle, the new rails passing under the axles of said vehicle.
  • Figures 1 to 3 show a first device formed by a vehicle arranged for the substitution and neutralization of the rails, shown in three successive parts.
  • Figures 4 to 6 show a second embodiment of such a vehicle.
  • Figure 8 shows a third embodiment of the vehicle.
  • FIG. 9 is an enlarged view in section of the tunnels alone for the vehicle 1 according to FIG. 8.
  • Figure 10 shows a fourth embodiment of the vehicle.
  • Figure 10a is a top view of the track to illustrate the positions of the old rails R1 and the new rails R2 and their lateral displacement during the passage of the vehicle, as well as some organs of this vehicle.
  • FIG. 11 is an enlarged view in section of the tunnels alone for the vehicle according to FIG. 10.
  • Figure 12 shows in section, like Figure 11, a variant of the tunnel arrangement.
  • the device formed by a vehicle 1 is designed to remove the old rails R1 from a track and install new neutralized rails R2 in their place.
  • the new R2 rails to be laid are arranged beforehand on either side or in the center of the track, approximately at the place of laying.
  • the removal of the old rails, heating and installation of the new rails are all carried out continuously, at an average speed of, for example, 300 to 400 m per hour.
  • the vehicle 1 advances in the direction of the arrow on the old rails R1, it raises the new rails R2 and heats them, while detaching the fasteners from the old rails R1.
  • the new R2 rails do not undergo any longitudinal transport, they remain in a way on site.
  • the vehicle 1 only raises them and moves them in the transverse direction while progressing relative to the stationary rails.
  • the vehicle 1 comprises three sections 1a, 1b, 1c articulated in 3 and 3 ′ which roll on a front bogie 5, intermediate axles 8 and 10, as well as a rear bogie 12.
  • the vehicle 1 are installed two tunnels heating 15 in the form of tubes, one tunnel per row of rails.
  • These tunnels supported mainly by a frame 6, are slightly curved upwards and are therefore in a slight arch shape having an arrow of 30 to 40 cm approximately.
  • the tubes forming the tunnels 15 are made of a slightly flexible and / or articulated material.
  • a front compartment provided in the vehicle body 4 are the drive motors and generators for heating the tunnels; in the queue of vehicle 1 there is a control cabin 13.
  • gripping means 14 of the new rails R2 for gripping and introducing these rails into the front end 15e of the heating tunnels 15.
  • These gripping means include rail clamps 14a mounted at the end articulated levers 14b and adjustable by jacks 14c.
  • the new R2 rails are pre-welded to form a continuous line of rails, therefore without joints.
  • long bars for example 108 m, composed of three rails welded in the workshop, are placed along the track and these bars are welded by machines as the substitution train s 'approach. In this way it is the two rows of continuous rails which are introduced into the two heating tunnels 15, where they are heated.
  • Preheating takes place in tunnels, in the front part 35, and a temperature control at the desired neutralization value is carried out in part 35 ′ of the tunnels, at the tail of vehicle 1.
  • the rails can float on rollers, which allows the metal to expand without constraint.
  • the new R2 rails can be supported or guided by support and / or guide rollers. If necessary, motorized roller clamps allow them to be moved longitudinally, for example to adjust them to the old rails at the start of installation.
  • each heating tunnel 15 extends beyond the tail of the vehicle 1 and is suspended from a telescopic cantilever beam 33 by a cable 34 which holds the rear end 15s of the tunnel where the heated rail R2 leaves.
  • the heating in the tunnels 15 is induction.
  • the heating is adjusted to maintain the desired temperature - in principle 25 ° C - regardless of the duration of the stop. This is done in particular after the start of work if the rear end of the rows of new rails has passed through the tunnel and is welded to the front end of the existing rows of rails, for example, laid the previous night. During the completion of these first welds, there is a stop for a few minutes. However, it is also possible to give up making these welds at this time and to carry them out later after the fixing of the new rows of rails on the sleepers.
  • the layout of the heating and guide tunnels takes into account both the space required to detach the old rails R1 and the fact that the new rails R2 will be all the more easily arranged without constraint on the sleepers that they have been routed. vertically from their place of installation. This means that, preferably, the heating and guides will have approximately the same spacing as that of the track rails.
  • Vehicle 1 is not only used to heat the new R2 rails, but also to simultaneously release the old R1 rails. These two functions are clearly separated in the very structure of the machine. While the two heating tunnels 15 in the form of an arch, extend in the upper part of the vehicle 1, the work stations for releasing the old rails are provided on suspended cradles 16, 21, 25 and 27, below heating tunnels, with chassis 7, 9 and 11 retractable by means of jacks 17, 22 and 28 for walking up and down. In work, the nacelles can roll on the track, which ensures, in particular in the curves, a good positioning of the stations and / or the stain removal and attachment tools.
  • nacelles 16 there are spotting stations with automatic spindles 18 and wheelchairs 19 for workers who remove fasteners or release fasteners.
  • nacelles 21 On the nacelles 21 are provided rolling seats 23 for manual pulling and rolling seats 24 for manual spotting.
  • the other nacelles 25 and 27 are equipped with devices automatic spotting 26 and provided with wheels 25a, 27a allowing them to rest on the track rails, which considerably facilitates the exact positioning of these automatic spotting devices, the arrow becoming negligible in the curves.
  • the working nacelles of the vehicle 1 therefore make it possible to draw and remove or release the fasteners, whether by hand or automatically.
  • This transport system is composed of several sections, of which only the first sections 20, 20a, 20b are shown, and it extends to the place of attachment of the new rails (not shown); the sections 20, 20b being conveyors with horizontal belts and the section 20a a lifting conveyor.
  • Vehicle 1 has a telescopic beam at the rear 33 which carries the section 20b of the fastening transport system, as well as the rear end 15s of each heating tunnel 15, suspended by a cable 34 and positioned such that the new rails emerging from each tunnel are placed on the sleepers at the locations of their fixation.
  • the attachment of the new R2 rails will be done by hand or automatically.
  • FIGS. 4 to 7 schematically show a second embodiment of a vehicle for replacing and neutralizing the rails.
  • the gripping means 14 of the new rails R2 at the head of the vehicle 1 have another configuration.
  • This vehicle 1 rests on three bogies 5, 8 ′ and 12, and it is articulated in its middle in 3 ', and therefore comprises only two articulated sections 1a, 1b; it is also provided with two heating tunnels 15 to heat the new rails R2, and working nacelles 16, 21, 25 and 27 to release the old rails R1.
  • Each heating tunnel 15, shown partially in section, to show support rollers 37 of the new rails, is extended rearward, so that between the moment when the new rail leaves this tunnel and the moment when the fixing of the fasteners block the heated rail, it hardly passes more than two minutes.
  • each heating tunnel is suspended from the telescopic beam 33 of the vehicle 1 by suspensions 34 ′.
  • the part of the fastening transport system carried by the vehicle 1 comprises four sections 20, 20a, 20b, 20′b.
  • the nacelles of the first and second embodiment of the vehicle are equipped with computer-controlled robot machines for the automatic detachment of the rail fasteners.
  • the heating tunnels do not necessarily have to be continuous tubes, but can have sections, tubular, articulated or not. These tubular sections can also be placed at a distance from each other, each containing a heating station, and preferably connected together by envelopes or sheaths to maintain the heat.
  • FIGS. 8 and 9 a third example of a heating vehicle 1 is described, designed to roll on the old track R1, in the direction of the arrow, to lift the new rails R2 previously deposited along the track. railroad and neutralize them by heating immediately before their installation and, simultaneously, to detach the old R1 rails from the track. Behind the vehicle 1, not shown in FIG. 8, the old released rails R1 are removed from the track and the new rails R2 are laid.
  • the vehicle 1 comprises a body 4 supported by a front bogie 5 with two axles 5a and by a rear bogie 12 also with two axles 12a. Between these axles 5a, 12a are installed the two heating tunnels 15, 15 ′, one for each row of new rails R2 ( Figure 9).
  • these two tunnels 15, 15 ′ are mounted in a common frame 40 disposed above the center of the track and suspended below the body 4. It is formed by two side walls 40a separated by a common central wall 40b. The three walls of the frame meet at their upper part and, at determined intervals, are extended by uprights 40c suspended from the body 4, such that the location of the tunnels is centered relative to the body 4 and therefore relative to the way.
  • the rails to be neutralized R2 are heated by high frequency induction; for this purpose, the rails R2 pass inside inductors in the form of coils 42 to a turn connected to inverters, and move on guide rollers 41 fixed in the walls 40a, 40b of the tunnels 15, 15 ' between the inductors.
  • the arrangement of these tunnels 15, 15 ′ is such that the path of the rails R2 to be neutralized is located below the axles 5a, 12a, 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 especially above the axles, which facilitates the work and the guiding of the rails.
  • gripping means 14 of the new rails R2 previously arranged in the center of the track or on either side of the track. These gripping means 14 make it possible to grasp and introduce these rails R2 into the opening before the heating tunnels 15, 15 ′.
  • rail clamps 31a which grip the new heated rails R2 at the exit of the tunnels 15, 15 ′ and guide them on the track where, after the old rails R1 have been removed, they will be placed and then fixed on the sleepers by known means.
  • FIGs 10 and 11 show a fourth embodiment of a heating vehicle 1, advancing in the direction of the arrow.
  • the parts of the heating vehicle 1 which correspond to the parts of the preceding examples have the same reference signs.
  • the heating tunnels are shorter than in the previous examples and are installed, as in vehicle 1 according to FIG. 8, such that the path of the rails R2 is located below the axles of vehicle 1.
  • the vehicle 1 (FIG. 10) fitted with a front bogie 5 and a rear bogie 12 rolls on the old rails R1 and comprises a body 4 comprising a cabin 4a, compartments 4b for inverters which supply the inductors of each high-frequency heating tunnel, compartments 4c for the refrigeration units which cool the inductors, a 4d tank for fuel oil, generator groups 4e which supply the inverters, as well as groups of 4f capacitors 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 (FIG. 11). 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 part 15b only has 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.
  • each part of the tunnel comprises two sections placed side by side, one for each row of rails, as shown in FIG. 11 for the parts 15a, 15a ′, provided with inductors 76 surrounding the two R2 rails.
  • 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 mobile relative to the chassis to allow them to adjust themselves.
  • each rail file 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 providing lateral guidance.
  • stain removal stations are provided on two nacelles 16 suspended from the chassis 7; these nacelles are equipped with tools for removing 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 rails R1, a cantilever frame 38 carrying an adjustable support 31 provided with rail clamps 32 which lift the rails R1 ( Figure 10) and move them apart ( Figure 10a), as well as a track 39 rolling on the sleepers to prevent them from leaving the ballast when lifting the rails R1.
  • the frame 38 can be moved towards the interior of the vehicle by means of the rollers 38a rolling on the rails of the chassis 7.
  • the vehicle 1 is followed by a vehicle 2 for mounting the new rails, indicated only diagrammatically in FIG. 10.
  • a vehicle 2 for mounting the new rails indicated only diagrammatically in FIG. 10.
  • an auxiliary heating tunnel which comes into operation only in the event interruption of work to warm the R2 rails already out of the tunnel 15a, 15b before fixing.
  • a connection 36 ′ between the vehicles comprising an electric line and a line for cooling the inductor.
  • the invention is not limited to the embodiments described but can have many variants.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • General Induction Heating (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Tunnel Furnaces (AREA)
  • Signal Processing For Digital Recording And Reproducing (AREA)
  • Superconductors And Manufacturing Methods Therefor (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Escalators And Moving Walkways (AREA)
  • Railway Tracks (AREA)
EP91810529A 1990-07-13 1991-07-05 Vorrichtung zur Neutralisierung von neuen Eisenbahnschienen Expired - Lifetime EP0466652B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CH2350/90 1990-07-13
CH235090 1990-07-13
CH1869/91 1991-06-25
CH186991A CH685636A5 (fr) 1991-06-25 1991-06-25 Procédé et installation de neutralisation en voie des rails de chemin de fer.

Publications (2)

Publication Number Publication Date
EP0466652A1 true EP0466652A1 (de) 1992-01-15
EP0466652B1 EP0466652B1 (de) 1995-09-06

Family

ID=25688886

Family Applications (2)

Application Number Title Priority Date Filing Date
EP91810530A Expired - Lifetime EP0467833B1 (de) 1990-07-13 1991-07-05 Verfahren zur Neutralisierung von Eisenbahnschienen in situ
EP91810529A Expired - Lifetime EP0466652B1 (de) 1990-07-13 1991-07-05 Vorrichtung zur Neutralisierung von neuen Eisenbahnschienen

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP91810530A Expired - Lifetime EP0467833B1 (de) 1990-07-13 1991-07-05 Verfahren zur Neutralisierung von Eisenbahnschienen in situ

Country Status (8)

Country Link
US (1) US5237143A (de)
EP (2) EP0467833B1 (de)
JP (1) JPH04254601A (de)
AT (2) ATE127558T1 (de)
CA (1) CA2046941A1 (de)
DE (2) DE69101412T2 (de)
DK (2) DK0466652T3 (de)
ES (1) ES2051104T3 (de)

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FR2883891A1 (fr) * 2005-03-31 2006-10-06 Europ De Travaux Ferroviaires Procede d'optimisation de la substitution de rails de chemin de fer anciens par des rails de chemin de fer neufs
FR2899249A1 (fr) * 2006-04-04 2007-10-05 Europ De Travaux Ferroviaires Procede et dispositif de renouvellement de rail ferroviaire en continu

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EP1185737A1 (de) * 1999-06-17 2002-03-13 GSG Knape Gleissanierung GmbH Verfahren zur herstellung einer fahrbahn für schienenfahrzeuge
US6515249B1 (en) * 2000-09-29 2003-02-04 Harsco Technologies Corporation Method of railroad rail repair
US7544918B2 (en) * 2004-05-17 2009-06-09 Herzog Kenneth J Conveyor speed monitor
RU2470080C1 (ru) * 2009-03-27 2012-12-20 Ниппон Стил Корпорейшн Устройство и способ охлаждения зоны сварки рельса
ES2384150B1 (es) * 2009-12-28 2013-10-10 Ferrovial Agromán S.A. Sistema para descarga de carriles.
CN101956346A (zh) * 2010-03-26 2011-01-26 孟祥厚 铁轨热处理用感应加热装置
US8651393B2 (en) * 2010-03-26 2014-02-18 Holland, L.P. Repair insert for repairing metallic structure
CN101929114B (zh) * 2010-08-26 2012-02-08 中国科学院长春光学精密机械与物理研究所 基于火车运行对钢轨硬化的光学装置的应用方法
FR3020073B1 (fr) 2015-07-27 2017-01-13 Matisa Materiel Ind Sa Procede de renouvellement de voies ferrees et dispositif pour sa mise en oeuvre
CN105525545B (zh) * 2016-01-18 2018-01-30 重庆交通大学 有砟轨道自动控制换轨机器人
CN107034750A (zh) * 2017-05-18 2017-08-11 西南交通大学 轨枕立螺栓拔出设备
FR3066508B1 (fr) * 2017-05-22 2021-02-12 Matisa Materiel Ind Sa Procede de pose d’un rail de voie ferree, comportant un chauffage du rail, et train de travaux pour la mise en œuvre du procede de pose
CN108825874A (zh) * 2018-08-02 2018-11-16 杭州吉宝传动设备有限公司 一种恒温拖链及其操作方法
FR3086677B1 (fr) 2018-10-02 2020-10-30 Matisa Materiel Ind Sa Procede d’immobilisation d’un rail de voie ferree avec conditionnement thermique d’une portion de rail, et machine ferroviaire associee
FR3093115B1 (fr) * 2019-02-21 2022-07-15 Matisa Materiel Ind Sa Dispositif mobile de chauffage d’un rail de voie ferrée par lampes électriques à rayonnement infrarouge et procédé de chauffage associé

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FR2883891A1 (fr) * 2005-03-31 2006-10-06 Europ De Travaux Ferroviaires Procede d'optimisation de la substitution de rails de chemin de fer anciens par des rails de chemin de fer neufs
FR2899249A1 (fr) * 2006-04-04 2007-10-05 Europ De Travaux Ferroviaires Procede et dispositif de renouvellement de rail ferroviaire en continu
WO2007118977A3 (fr) * 2006-04-04 2007-12-21 Europ De Travaux Ferroviaires Procede et dispositif de renouvellement de rail ferroviaire en continu

Also Published As

Publication number Publication date
DE69112730D1 (de) 1995-10-12
ATE103025T1 (de) 1994-04-15
ES2051104T3 (es) 1994-06-01
CA2046941A1 (en) 1992-01-14
EP0467833A1 (de) 1992-01-22
ATE127558T1 (de) 1995-09-15
EP0466652B1 (de) 1995-09-06
DE69101412D1 (de) 1994-04-21
JPH04254601A (ja) 1992-09-09
DK0466652T3 (da) 1996-01-22
EP0467833B1 (de) 1994-03-16
US5237143A (en) 1993-08-17
DK0467833T3 (da) 1994-08-01
DE69101412T2 (de) 1994-10-13
DE69112730T2 (de) 1996-04-18

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