EP0551798B1 - Vorrichtung zur Auswechslung und Neutralisierung von Eisenbahnschienen - Google Patents

Vorrichtung zur Auswechslung und Neutralisierung von Eisenbahnschienen Download PDF

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Publication number
EP0551798B1
EP0551798B1 EP92811024A EP92811024A EP0551798B1 EP 0551798 B1 EP0551798 B1 EP 0551798B1 EP 92811024 A EP92811024 A EP 92811024A EP 92811024 A EP92811024 A EP 92811024A EP 0551798 B1 EP0551798 B1 EP 0551798B1
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EP
European Patent Office
Prior art keywords
rails
new
bogie
old
fore
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Expired - Lifetime
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EP92811024A
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English (en)
French (fr)
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EP0551798A1 (de
Inventor
Antoine Pascal Scheuchzer
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Scheuchzer SA
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Scheuchzer SA
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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 the 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 observed 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 clamps 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 previously transported to the site, deposited in the middle of the old track between the old R1 rails and welded to form two rows of continuous rails. These R2 rows of rails are lifted and guided through the heating tunnels when the vehicle advances.
  • the vehicle 1 also comprises work stations making it possible to respectively remove and attach the fasteners of the old and 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 rows 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 file 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, of at least two rail clamps 19, 21, also removable and retractable to spread and lower these two new R2 rails for their 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 frame 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).
  • the front drawing spindles 28, one of the heads 28a of which is shown in FIG. 5, are arranged on both sides another of said tunnels T1 and capable of longitudinal movements relative to the retractable carriage 27; these screwdrivers are used to loosen the external fasteners 74 of the old rails R1.
  • 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 row 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) while 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 further 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.
  • the retractable carriage 30 On 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 under 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 work station for attaching the fasteners of the new rails which have been correctly placed on the sleepers by rail clips includes a mounting place 36 and means for tightening the fasteners of the new R2 rails.
  • 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 spindles 33 and 34 also capable of relative longitudinal movements, are similar to those of the retractable frame 27, with the spindles 28, 29, but naturally without the heating tunnels.
  • the spindles 33 tighten the external fasteners and the spanners 34 the internal fasteners.
  • All spindles 28, 29, 33, 34 can be robot-machines controlled for spotting, respectively the automatic attachment of 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 locations of the rows of rails 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 have, for example, 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) makes it possible to connect each inverter S2 to the corresponding inductor of the tunnel T2 or to the inductor 69 corresponding to the tunnel T3.
  • Vehicle 1 also includes a closed-loop cooling installation for inverter circuits and inductors.
  • FIGS. 13 and 14 show the inlet of the cooling water 67, respectively 67 'which circulates inside the hollow turns 66, respectively 69, as well as the outlets of the water 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 external 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 the 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)
  • General Induction Heating (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)

Claims (7)

  1. Vorrichtung zum Ersetzen und Neutralisieren der Schienen eines Eisenbahngleises, welche auf dem alten und dem neuen Gleis rollt und mit Mitteln für das Greifen, das Tragen und das Führen der neuen Schienen (R2), mit Wärmequellen, die die Stränge der neuen Schienen (R2) kontinuierlich erwärmen, um sie während der Vorwärtsbewegung der Vorrichtung zu neutralisieren, mit Mitteln zur Messung und Kontrolle der Temperatur der neuen Schienen (R2), mit Mitteln für das Lösen der alten Schienen (R1) von den Schwellen, mit Mitteln für das Greifen und Führen der alten gelösten Schienen (R1), mit Mitteln für das Führen und Verlegen der neuen Schienen (R2) auf den Schwellen sowie mit Mitteln zur Befestigung der auf die gewünschte Temperatur gebrachten neuen Schienen (R2) auf den Schwellen versehen ist, dadurch gekennzeichnet, dass die Vorrichtung aus einem einzigen gegliederten Wagen (1) besteht, welcher ein vorderes Chassis (2), ein zentrales Chassis (3) und ein hinteres Chassis (4) aufweist, welche sich mit ihren Enden insgesamt auf vier Fahrgestelle (5, 6, 7, 8) stützen, wobei jedes der zwei inneren Fahrgestelle (6, 7) ein Ende des zentralen Chassis (3) trägt und mit einem Gelenk (9, 10) versehen ist, auf welchem sich das hintere Ende des vorderen Chassis (2) bzw. das vordere Ende des hinteren Chassis (4) stützt, welche sich beiderseits des zentralen Chassis (3) befinden, wobei die Räder des in Fahrtrichtung gesehen, vorderen Fahrgestells (5) und des ersten inneren Fahrgestells (6) auf den alten Schienen (R1) rollen und die Räder des zweiten inneren Fahrgestells (7) und des hinteren Fahrgestells (8) auf den neuen Schienen (R2) rollen, dass das genannte vordere Chassis (2) und das genannte zentrale Chassis (3) mit mehreren einstellbaren Schienenzangen (11 bis 17) zum Greifen, Tragen und Führen der neuen Schienen (R2) versehen sind, so dass diese unter den Achsen des vorderen Fahrgestells (5) bzw. des ersten inneren Fahrgestells (6) durchlaufen, dass das genannte zentrale Chassis (3) mit mehreren beweglichen und zurückziehbaren Schienenzangen (18 bis 21) für das Anheben und Auseinanderspreizen der Stränge der alten Schienen (R1) und für das Auseinanderspreizen und Senken der Stränge der neuen Schienen (R2) im Hinblick auf ihre Verlegung auf den Schwellen versehen ist und hinter dem ersten inneren Fahrgestell (6) ein einziehbares Element (23) zum Halten der Schwellen im Schotter durch Auflagen (24) aufweist, welche auf den Enden der genannten Schwellen (Tr) rollen, dass die genannten Wärmequellen für jeden Strang der neuen Schienen (R2) einen ersten, am vorderen Chassis (2) hinter dem vorderen Fahrgestell (5) montierten Heiztunnel (T1) mit Mittelfrequenz-Induktionserwärmung und einen zweiten, vor dem ersten inneren Fahrgestell (6) montierten Heiztunnel (T2) mit Mittelfrequenz- Induktionserwärmung sowie einen am zentralen Chassis (3) vor dem zweiten inneren Fahrgestell (7) montierten Hilfsheiztunnel (T3) mit Mittelfrequenz-Induktionserwärmung aufweisen, wobei diese Tunnel mit Induktoren (66, 69) versehen sind, dass die genannten Mittel für das Lösen der alten Schienen (R1) sich zwischen dem vorderen Fahrgestell (5) und dem ersten inneren Fahrgestell (6) befinden und die genannten Mittel zur Befestigung der neuen Schienen (R2) sich zwischen dem zweiten inneren Fahrgestell (7) und dem hinteren Fahrgestell (8) befinden, dass der genannte Wagen eine Stromwandleranlage für die Speisung der Heiztunnel (T1, T2, T3) aufweist, welche mindestens zwei Wechselrichter (S1), vorzugsweise mit einer Leistung in der Grössenordnung von 50 bis 150 kW, und zwei Wechselrichter (S2) einer niedrigeren Leistung, vorzugsweise in der Grössenordnung von 30 bis 100 kW, enthält, wobei jeder Wechselrichter einen Wechselstrom mit einer mittleren Frequenz liefert, dass der genannte Wagen mit einer Kühlanlage mit geschlossenem Kreislauf versehen ist, welche für das Abkühlen der Schaltungen der Wechselrichter (S1, S2) und der Induktoren (66, 69) der Heiztunnel (T1, T2, T3) vorgesehen ist, und dass der genannte Wagen pro Schienenstrang mindestens drei, vor dem ersten Heiztunnel (T1), dem zweiten Heiztunnel (T2) bzw. dem Hilfsheiztunnel (T3) angeordnete Sensoren (39) zur Messung der Temperatur der neuen Schienen (R2) sowie ein Gerät (40) zur Messung der Durchlaufgeschwindigkeit einer neuen Schiene (R2) und eine elektronische Steuereinheit (71) aufweist, an welche die genannten Wechselrichter (S1, S2), das genannte Gerät (40) zur Messung der Durchlaufgeschwindigkeit, die genannten Temperatur-Sensoren (39) und Eingangseinheiten (72, 73) für Sollwerte und äussere Informationen angeschlossen sind.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass das genannte vordere Chassis (2) hinter dem vorderen Fahrgestell (5) mit einem bei Leerfahrt einziehbaren Gestell (27) versehen ist, welches in Arbeitsstellung auf den alten Schienen (R1) rollt und auf welchem auf jeder Seite seiner Längsachse (A) zwei Heiztunnel (T1) und eine automatische Schwellenschrauben-Eindrehanlage angeordnet sind, welche mindestens zwei Schwellenschrauben-Eindrehmaschinen (28, 29) pro Strang der alten Schienen (R1) aufweist, wobei die zwei ersten vorderen Schwellenschrauben-Eindrehmaschinen (28) beiderseits des Heiztunnelsatzes (T1) angeordnet sind und längsgerichtete relative Bewegungen ausführen können, die zum Losschrauben der äusseren Befestigungen (74) jedes Stranges der alten Schienen (R1) dienen, und wobei die zwei hinteren Schwellenschrauben-Eindrehmaschinen (29) hinter den genannten Heiztunneln (T1) angeordnet sind und auch längsgerichtete relative Bewegungen ausführen können, die zum Losschrauben der inneren Befestigungen (75) jedes Stranges der alten Schienen (R1) dienen.
  3. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, dass jede Schwellenschrauben-Eindrehmaschine (28, 29) auf einem beweglichen Gestell (49, 53) montiert ist, welches am genannten einziehbaren Gestell aufgehängt und mit Rollen (50, 54) versehen ist, welche in Arbeitsstellung auf den alten Schienen (R1) rollen, wobei jedes bewegliche Gestell (49, 53) bezüglich des einziehbaren Gestells (27) in Längsrichtung durch ein Antriebselement bewegbar ist.
  4. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die genannten Mittel zur Befestigung der neuen Schienen (R2) pro Strang der neuen Schienen mindestens zwei automatische Schwellenschrauben-Eindrehmaschinen (33, 34) aufweisen, die auf einem einziehbaren Gestell (32) angeordnet sind und bezüglich des einziehbaren Gestells (32) längsgerichtete relative Bewegungen ausführen können, die dazu dienen, die Befestigungen jeder neuen Schiene (R2) anzuziehen.
  5. Vorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die genannten zweiten Heiztunnel (T2) auf einem einziehbaren Gestell (30) angeordnet sind, das am vorderen Chassis (2) aufgehängt ist und in Arbeitsstellung auf den alten Schienen (R1) rollt.
  6. Vorrichtung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die genannten Hilfsheiztunnels (T3) jeder auf einem einziehbaren Gestell (31) mit zwei Rädern (63) angeordnet sind, welches am zentralen Chassis (3) aufgehängt ist, so dass jeder Hilfsheiztunnel in Arbeitsstellung auf einem Strang der neuen Schienen (R2) rollt.
  7. Vorrichtung nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass jeder Induktor (69) dieser genannten Hilfsheiztunnel (T3) offen ist, so dass diese Heiztunnel die zu behandelnden Schienen (R2) überdecken, ohne sie ganz zu umgeben.
EP92811024A 1992-01-14 1992-12-24 Vorrichtung zur Auswechslung und Neutralisierung von Eisenbahnschienen Expired - Lifetime EP0551798B1 (de)

Applications Claiming Priority (2)

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CH9492 1992-01-14
CH94/92 1992-01-14

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

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

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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
RU2521071C1 (ru) * 2012-12-26 2014-06-27 Общество с ограниченной ответственностью "Металлпромсервис" Рельсосварочный и термообрабатывающий комплекс
CN103952954B (zh) * 2014-05-16 2016-03-23 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
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
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
EP4159921B1 (de) 2021-10-01 2024-07-24 Scheuchzer S.A. Verfahren und zug zum ersetzen von schienen

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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
EP0466651B1 (de) * 1990-07-13 1995-09-06 Scheuchzer S.A. Vorrichtung zur Auswechselung von Eisenbahnschienen

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EP0551798A1 (de) 1993-07-21
DE69208857T2 (de) 1996-10-24
DE69208857D1 (de) 1996-04-11
ES2086110T3 (es) 1996-06-16
DK0551798T3 (da) 1996-07-22
ATE135064T1 (de) 1996-03-15

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