EP0551798A1 - Vorrichtung zur Auswechslung und Neutralisierung von Eisenbahnschienen - Google Patents

Vorrichtung zur Auswechslung und Neutralisierung von Eisenbahnschienen Download PDF

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Publication number
EP0551798A1
EP0551798A1 EP92811024A EP92811024A EP0551798A1 EP 0551798 A1 EP0551798 A1 EP 0551798A1 EP 92811024 A EP92811024 A EP 92811024A EP 92811024 A EP92811024 A EP 92811024A EP 0551798 A1 EP0551798 A1 EP 0551798A1
Authority
EP
European Patent Office
Prior art keywords
rails
new
bogie
chassis
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.)
Granted
Application number
EP92811024A
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English (en)
French (fr)
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EP0551798B1 (de
Inventor
Antoine Pascal Scheuchzer
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Scheuchzer SA
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Scheuchzer SA
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Publication date
Application filed by Scheuchzer SA filed Critical Scheuchzer SA
Publication of EP0551798A1 publication Critical patent/EP0551798A1/de
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Publication of EP0551798B1 publication Critical patent/EP0551798B1/de
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
    • E01B31/18—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 device for the continuous substitution and neutralization of railway rails according to the preamble of claim 1.
  • the object of the present invention is to enable all the substitution and neutralization operations of the rails to be carried out over the shortest possible working length, to significantly reduce the total length of the machines used, to improve and facilitate the substitution operations of the rails, especially in curves, and to facilitate and shorten the deployment and storage of electrical and mechanical members exceeding the gauge in the same operations of substitution of the rails.
  • the device according to the invention is characterized by the characterizing clause of claim 1.
  • This device has the advantages of being in the form of a compact vehicle, which makes it possible to significantly reduce the length of the site.
  • all operations take place in the same machine.
  • the most delicate operations namely lifting and handling of old rails and handling and the laying of the new rails is done under the machine and no longer between two vehicles or outside the machine, which avoids having to leave the tools longitudinally, respectively along a cantilever and therefore increases the speed and ease of operations.
  • the arrows existing in a curve and which must be respected are very reduced.
  • Figure 1 shows the rail substitution and neutralization vehicle as a whole.
  • FIG. 2 shows, in partial front section, the arrangement of the rail clips at the head of the vehicle for the introduction of the new rails.
  • Figure 3 shows, in top view, the arrangement of the rail clamps used for handling and guiding the rails under the central chassis.
  • Figure 4 shows the retractable member for holding the sleepers.
  • Figure 5 is a side view of the first retractable carriage carrying the first heating tunnels and the spindles for spotting.
  • FIG. 6 is a top view of the carriage according to FIG. 5.
  • Figure 7 is a side view of the second retractable carriage carrying the second heating tunnels.
  • FIG. 8 is a top view of the carriage according to FIG. 7.
  • FIG. 9 is a cross section of the carriage according to FIG. 7.
  • Figure 10 is a side view of two-wheeled carriages carrying the auxiliary heating tunnels.
  • FIG. 11 is a top view of the carriages according to FIG. 10.
  • FIG. 12 is a cross section of the carriages according to FIG. 10.
  • Figure 13 shows, in cross section, a heating tunnel.
  • Figure 14 shows, in cross section, an auxiliary heating tunnel.
  • FIG. 15 shows the block diagram of the control unit and the elements connected to it.
  • the articulated vehicle 1, shown in FIG. 1, is used to replace and neutralize rails of the railway tracks while it advances in the direction of the arrow at a constant continuous speed.
  • it is equipped with tunnels T1, T2, T3 of induction heating at medium frequency to continuously heat the new R2 rails to their neutralization temperature; this temperature which they must have during their fixing to the crosspieces being generally about 25 ° C.
  • the new R2 rails are transported to the site beforehand, placed in the middle of the old track between the old R1 rails and welded to form two rows of continuous rails. These R2 rails are lifted and guided through the heating tunnels as the vehicle advances.
  • the vehicle 1 also comprises work stations making it possible respectively to detach and attach the fasteners of the old and of the new rails.
  • the vehicle 1 comprises a front chassis 2, a central chassis 3 and a rear chassis 4 which rest at their ends on four bogies 5, 6, 7, 8 in all.
  • the two internal bogies 6, 7 each support one end of the central chassis 3 and are each provided with a hinge 9, 10 on which the rear end of the front chassis 2 and the front end of the rear chassis 4 respectively disposed.
  • the wheels of the front bogie 5 and the first internal bogie 6, relative to the direction of travel, rolling on the old rails R1 and the wheels of the second internal bogie 7 and the rear bogie 8 running on the new R2 rails.
  • the front chassis 2 and the central chassis 3 are provided with at least six adjustable rail clamps for each row of new R2 rails; in the example according to Figure 1, there are seven rail clamps 11, 12, 13, 14, 15, 16, 17 used to grip, support and guide the lines of new R2 rails so that they pass under the axles respectively of the front bogie 5 and the first internal bogie 6 and pass between these bogies 5, 6 the heating tunnels T1 and T2.
  • Figure 2 shows the arrangement of the new rails R2, between the old rails R1 where they are gripped and lifted by the first rail clamps 11 which are held by supports 41 and controlled by a device 42 for positioning and opening the clamps .
  • the other rail clamps are mounted and ordered similarly.
  • the central frame 3 is further provided, by line of old R1 rails, with at least two other removable and retractable rail clamps 18, 20 for lifting and spreading these two old detached R1 rails, as well as, for each line of new R2 rails, at least two rail clamps 19, 21, also removable and retractable to spread and lower these two new R2 rails for installation on the sleepers.
  • Figure 1 is shown another rail clamp 22 for guiding and positioning the new rails R2.
  • Figure 3 shows, in top view, the rail clamps 18, 19 laterally moving a line R1, respectively a line R2.
  • the clamps 18, 19 are mounted on the central chassis 3 and positioned by jacks 43, 44.
  • the old rails R1 are deposited on either side of the new track.
  • the front chassis 2 is provided, behind the front bogie 5, with a carriage 27, retractable in high gear, whose frame 45 ( Figure 5, 6) is suspended by lifting cylinders 47 ( Figure 1) and which , in the working position, rolls with its wheels 46 on the old rails R1 ( Figures 5 and 6).
  • FIGS. 5 and 6 are arranged following said tunnels T1 and are also capable of relative longitudinal movements; they serve to loosen the interior fasteners 75 of each line of old rails R1.
  • said drawers 28, 29 are each mounted on a small mobile carriage 49, respectively 53 with two guide rollers 50, respectively 54.
  • Each mobile carriage 49, 53 can be moved longitudinally according to the double arrow ( Figure 5) by being guided by guide elements 51, respectively 55 which can slide on guide bars 48, respectively 52 fixed to the retractable carriage 27.
  • each mobile carriage 49, 53 is effected by a control jack 56, respectively 57, such that, in the working position, the spinner remains stationary on the track and on the fastener which it loosens while the vehicle is advancing continuously with a constant speed, then, once the loosening is complete and the spinner raised, the mobile carriage advances on the retractable carriage 27 at a higher speed to that of vehicle 1 to make up for the distance traveled, until the next attachment.
  • the configuration described of the tunnels T1 and the spindles 28, 29 on a single carriage 27 ensures space saving and reduces the deflection, respectively the correction of the deflections in the curves.
  • Behind the retractable carriage 27 is provided a location 35 for dismantling the fasteners, from which begins a conveyor 37 of the old fasteners which are transported to a storage place.
  • the vehicle 1 also comprises, in front of the first internal bogie 6, a retractable carriage 30, the frame 58 ( Figures 7 to 9) is suspended from the front frame 2 by lifting cylinders 60 and which, in the working position, rolls with its wheels 59 on the old R1 rails.
  • this retractable carriage 30 are mounted the second heating tunnels T2, of a length less than that of the tunnels T1, for example 1m.
  • the central chassis 3 is provided, behind the first internal bogie 6 and before the rail clamps 18 intended for lifting the old detached R1 rails, with a retractable member for holding the sleepers 23 in the ballast by rolling support on the ends of said sleepers Tr, therefore outside of the old rails R1.
  • the length of the tracks 24 is such that at least four cross members Tr are always loaded. This tracked trolley exerts sufficient force on the sleepers Tr to keep them in place.
  • This member 23 is very important to prevent the sleepers from being raised when lifting the old rails, otherwise there is a risk that the stones of the ballast slip below the sleepers and change their position, which must absolutely be kept exact for the laying new R2 rails.
  • auxiliary heating tunnels T3 are arranged behind the rail clamps 20, 21, so that the auxiliary heating tunnels T3, each mounted on a retractable carriage 31 with two wheels 63 whose frame 62 is suspended from the central chassis 3 by jacks lifting 64, so that, in the working position, each auxiliary tunnel T3 rolls on a line of new rails R2.
  • These T3 auxiliary tunnels are open in their lower part so that they can cover the new R2 rails from the top.
  • the workstation for attaching the fasteners of the new rails which have been correctly placed on the sleepers by rail clamps comprises a mounting place 36 and means for tightening the fasteners of the new rails R2.
  • These new fasteners are transported by a conveyor 38 from a storage place to the mounting place 36 and are tightened by screwdrivers 33 and 34 mounted on a retractable carriage 32 which is suspended from the rear chassis 4 between the bogies 7 and 8 and rolls, in the working position, on the new R2 rails.
  • the construction of this retractable carriage 32 and the arrangement of the drawers 33 and 34 also capable of relative longitudinal movements, are similar to those of the retractable frame 27, with the drawers 28, 29, but naturally without the heating tunnels.
  • the spindles 33 tighten the external fasteners and the spanners 34 the internal fasteners.
  • All the spindles 28, 29, 33, 34 can be robot machines controlled for the spotting, respectively the automatic attachment of the rail fasteners. It is also possible to use an automatic mechanical drawing element with four or eight heads.
  • the heating tunnels T1, T2, T3 each have an inductor formed by hollow turns.
  • Figure 13 shows a tunnel T1 with its frame 65 in which is mounted the inductor 66 which forms a helix.
  • T2 tunnels with their inductors are made in the same way, except that they are shorter.
  • FIG. 14 shows an auxiliary tunnel T3 with its frame 65 ′ in which the inductor 69 is mounted, the turns of which are curved so as to form a sort of open vault at the bottom allowing it to cover the new rails R2 from the top.
  • the inside diameter of the inductors, respectively, for the inductor 69 of the tunnel T3 the free interior space, are dimensioned in such a way that not only do they allow free passage of the rails R2, but also free passage of the places of the rails rows where are fitted with insulating joints and splices 61, as shown in FIGS. 9 and 12.
  • the vehicle 1 For supplying the inductors, the vehicle 1 comprises a current transformer installation comprising, according to FIG. 1, at least two inverters S1, S2 per row of rails, each supplying a single-phase alternating current at medium frequency, preferably from 500 to 2,000 Hz, as well as capacitors C1, C2, C3 associated with the inductors.
  • the inductors 66 of the tunnels T1 are supplied by two inverters S1 which, for example, have a power of the order of 50 to 150 kW each.
  • Each inverter S1 is connected by a link M1 to a capacitor C1 which is connected to the corresponding inductor 66 by a coaxial cable L1 ( Figures 5 and 13).
  • the two inductors of the T2 tunnels are supplied by two inverters S2 which have a power lower than that of the inverters S1, preferably of the order of 30 to 100 kW each.
  • Each inverter S2 is connected by a link M2 to a capacitor C2 connected itself by a coaxial cable L2 ( Figure 7) to the corresponding inductor.
  • the two inductors 69 of the auxiliary tunnels T3 are each connected by a coaxial cable L3 ( Figures 10 and 14) to a capacitor C3 which is connected by a link M3 ( Figure 1) also to the corresponding inverter S2.
  • An inverter 70 ( Figure 15) allows each inverter S2 to be connected to the corresponding inductor of the tunnel T2 or to the corresponding inductor 69 of the tunnel T3.
  • Vehicle 1 also includes a closed-loop cooling installation for inverter circuits and inductors.
  • Figures 13 and 14 show the inlet of the cooling water 67, respectively 67 'which flows inside the hollow turns 66, respectively 69, as well as the water outlets 68, respectively 68'.
  • the vehicle 1 is also provided with a device for measuring the running speed 40 of a new rail R2 (FIGS. 1 and 15), as well as, by line of rails, at least three temperature sensors 39 new R2 rails arranged respectively in front of the first heating tunnel T1, in front of the second heating tunnel T2 and in front of the auxiliary heating tunnel T3.
  • Figures 1 and 15 show four sensors 39.
  • these are non-contact infrared thermometers.
  • FIG. 15 shows the block diagram of the control with the electronic control unit 71 which is, according to FIG. 1, installed in the front cabin of the vehicle 1.
  • the inverters S1, S2 the outputs of the device for measuring the running speed 40 of a new rail R2 and of the temperature sensors 39 as well as an input unit 72 for the set values and an input unit 73 for the external information .
  • the external information includes all essential external factors, namely the profile of the rails, the type of steel in which the rails are made, the outside temperature and, if applicable, other factors which could influence the speed. rail cooling (rain, wind, etc.).
  • Figure 15 also shows the connections of the inverter S1 with the capacitor C1 and the tunnel T1 by connections M1, L1 as well as of the inverter S2, via the inverter 70, with the capacitor C2 or C3 and the tunnel T2 or T3 via the connections M2, M3, L2, respectively L3.
  • the electronic control unit 71 comprises the processing of temperature measurements, the regulation of the heating stations, the management and the control of the process as a function of the values of the temperature of the rails before their exposure to heating, of the running speed of the heating elements with respect to the rails, the speed of the change in temperature of the rails after heating until the moment of their fixing to the track, indicated in FIG. 15 by the rectangle 33, 34 representing the fastening drawers.

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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)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Tunnel Furnaces (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • General Induction Heating (AREA)
EP92811024A 1992-01-14 1992-12-24 Vorrichtung zur Auswechslung und Neutralisierung von Eisenbahnschienen Expired - Lifetime EP0551798B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH9492 1992-01-14
CH94/92 1992-01-14

Publications (2)

Publication Number Publication Date
EP0551798A1 true EP0551798A1 (de) 1993-07-21
EP0551798B1 EP0551798B1 (de) 1996-03-06

Family

ID=4179120

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92811024A Expired - Lifetime EP0551798B1 (de) 1992-01-14 1992-12-24 Vorrichtung zur Auswechslung und Neutralisierung von Eisenbahnschienen

Country Status (5)

Country Link
EP (1) EP0551798B1 (de)
AT (1) ATE135064T1 (de)
DE (1) DE69208857T2 (de)
DK (1) DK0551798T3 (de)
ES (1) ES2086110T3 (de)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996006981A1 (en) * 1994-08-26 1996-03-07 Bruno Faroldi Apparatus for heating rails during the laying down thereof
WO1998013551A1 (en) * 1996-09-09 1998-04-02 Karl Anders Rosenqvist A method of placing rail sections and a means therefore
RU2521071C1 (ru) * 2012-12-26 2014-06-27 Общество с ограниченной ответственностью "Металлпромсервис" Рельсосварочный и термообрабатывающий комплекс
CN103952954A (zh) * 2014-05-16 2014-07-30 株洲长远铁路建机有限公司 更换地铁轨道板的换板方法及其地铁换板车及换板机组
CN104164809A (zh) * 2014-09-09 2014-11-26 南车戚墅堰机车有限公司 地铁用自行式焊轨车
CN112840081A (zh) * 2018-10-02 2021-05-25 马蒂萨材料工业股份有限公司 用轨道的部分的热调节来固定铁轨的轨道的方法以及相关的机器
EP4159921A1 (de) 2021-10-01 2023-04-05 Scheuchzer S.A. Verfahren und zug zum ersetzen von schienen

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005018176B4 (de) * 2005-04-19 2007-03-15 PÖYRY Infra GmbH Temperiervorrichtung für ein Schweißen von Bahnschienen und/oder Schienenbauteilen sowie Verfahren unter Verwendung der Vorrichtung
CN113026455B (zh) * 2021-04-09 2022-10-18 衡阳骏兴铁路物资有限公司 一种能够对轨道断裂处进行加固修复的加固装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3896734A (en) * 1967-12-29 1975-07-29 Plasser Bahnbaumasch Franz Apparatus for continuously laying track
AT358086B (de) * 1977-05-06 1980-08-25 Plasser Bahnbaumasch Franz Einrichtung zum auswechseln der schienen- befestigungsmittel und gegebenenfalls der schienen eines gleises
EP0466651A1 (de) * 1990-07-13 1992-01-15 Scheuchzer S.A. Vorrichtung zur Auswechselung von Eisenbahnschienen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3896734A (en) * 1967-12-29 1975-07-29 Plasser Bahnbaumasch Franz Apparatus for continuously laying track
AT358086B (de) * 1977-05-06 1980-08-25 Plasser Bahnbaumasch Franz Einrichtung zum auswechseln der schienen- befestigungsmittel und gegebenenfalls der schienen eines gleises
EP0466651A1 (de) * 1990-07-13 1992-01-15 Scheuchzer S.A. Vorrichtung zur Auswechselung von Eisenbahnschienen

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996006981A1 (en) * 1994-08-26 1996-03-07 Bruno Faroldi Apparatus for heating rails during the laying down thereof
US5804793A (en) * 1994-08-26 1998-09-08 Faroldi; Bruno Apparatus for heating rails during the laying down thereof
WO1998013551A1 (en) * 1996-09-09 1998-04-02 Karl Anders Rosenqvist A method of placing rail sections and a means therefore
US6220169B1 (en) 1996-09-09 2001-04-24 A.Rosenquist Förvaltnings AB Method of placing rail sections and a means therefor
RU2521071C1 (ru) * 2012-12-26 2014-06-27 Общество с ограниченной ответственностью "Металлпромсервис" Рельсосварочный и термообрабатывающий комплекс
CN103952954A (zh) * 2014-05-16 2014-07-30 株洲长远铁路建机有限公司 更换地铁轨道板的换板方法及其地铁换板车及换板机组
CN104164809A (zh) * 2014-09-09 2014-11-26 南车戚墅堰机车有限公司 地铁用自行式焊轨车
CN112840081A (zh) * 2018-10-02 2021-05-25 马蒂萨材料工业股份有限公司 用轨道的部分的热调节来固定铁轨的轨道的方法以及相关的机器
EP4159921A1 (de) 2021-10-01 2023-04-05 Scheuchzer S.A. Verfahren und zug zum ersetzen von schienen

Also Published As

Publication number Publication date
DK0551798T3 (da) 1996-07-22
DE69208857T2 (de) 1996-10-24
ATE135064T1 (de) 1996-03-15
ES2086110T3 (es) 1996-06-16
EP0551798B1 (de) 1996-03-06
DE69208857D1 (de) 1996-04-11

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