EP0552473A1 - Method of measuring the profile of a rail and track and moving gear for the processing of rails - Google Patents

Abstract

A method of measuring a rail profile of a double track and a moving gear for railhead working are described, measuring of the deformed actual value of the two mutually opposite deformed running edges of the rail profile being carried out according to the invention. The moving gear consists of a main frame, main support rollers and guide rollers being arranged at a mutual spacing on one rail side on guiding moving gears, and running roller arrangements being designed opposite the guiding moving gears, sensors scanning the deformed running edge at the level of the reference plane. <IMAGE>

Description

The invention relates to a method according to the preamble of patent claim 1 and to a chassis which uses this method.

Field of application of the invention are trolleys for machining rails of rails of a general nature, but in particular of railroad tracks. Both Vignol rails and grooved rails, e.g. for trams and the like.

With increasing use of such rails, these rails are subject to a certain amount of wear and tear, which must be eliminated for safety and comfort reasons. For this purpose it is known to use track processing machines which essentially contain grinding machines which process certain surfaces of the rail head deformed by wear. So it is e.g. Known to process the treads of the rail head with corrugations by correspondingly horizontally working grinding machines, during which the wear on the vertically lying edges is processed by correspondingly vertically working grinding machines.

In the previously known track processing machines, however, there is the disadvantage that it is possible to measure the current rail profile which has the different wear edges and which is consequently deformed, but that it has not previously been possible to determine the deformed and subject to wear rail profile and to use it as a starting point for later rail processing in order to redefine the rail profile, whereby it can remain open whether the original, undeformed state should be approximated if possible or whether a new rail profile should be defined. Both possibilities are covered by the invention.

Therefore, the known rail processing machines suffered from the disadvantage that they only name the deformed condition of the rail as the starting point for further machining of the rail, without taking into account the track gauge changed by abrasion, which is associated with serious disadvantages. This means that there is no reference base for grinding the new profile manufactured by the grinding machines into the rail head. The grinding operations on the rail head were therefore more or less randomly dependent on the current track width of the worn rail profiles of the double strand.

With appropriately worn rail profiles, it could lead to the fact that the running gear for rail processing was then laterally displaced and that the grinding machines were also displaced laterally relative to the rail to be machined, which with an increased or reduced - but always undesirable - removal of the machining rail head led.

The invention is therefore based on the object of providing a method for machining rails and an associated undercarriage which enables high-precision machining of the rail head.

To achieve the object, the method is characterized by the technical teaching of claim 1.

An essential feature of the method is that a measurement of the deformed actual width of the track profile takes place in that the two mutually opposite and deformed moving edges at the height of the reference plane of the rail profile detect their mutual distance will. "Reference plane" is a horizontal plane that is defined at a certain vertical distance below the tread of the rail head. The vertical distance from the tread is 14 mm, for example. The reference plane defined in this way can therefore lie in the region of the deformed or undeformed running edge depending on the height of the rail head.

It is therefore important that you first determine the deformed track profile (this is the changed track width) by taking a measurement between the opposing, deformed running edges at the level of the reference plane. As is known, the rail head is traversed only in a certain area, the removal taking place in the area of the lateral running edges in the upper half of this rail head.

If you determine in this way the distance between the deformed running edges at the level of the reference plane of the two opposite rails, then you have determined the actual track width of the track profile in the deformed state. This actual track gauge of the deformed track profile is now the starting point for the running gear for machining the rails. This creates an absolutely constant starting point and the grinding machining tools can grind a new profile on the rail head based on this "ideal state" of the deformed rail profile. This means that the track gauge of the track, which has changed due to the removal, is no longer taken into account at this point, where the rail head of one rail is being machined. After the roller arrangement on one side of the device compensates for the actual track width of the deformed track profile according to the invention, a precise reference basis for machining the rail profile on the opposite side is thereby achieved with a variable actual track width. All known methods do not take the actual track gauge into account and therefore have no reference base for machining the rail head.

In a further feature of the method claim, it is preferred in this case if the deformed travel edges are scanned at the prescribed height of the two mutually opposite rail profiles by touching measuring devices.

In another embodiment of the invention it can be provided that the scanning and thus the measurement of the actual width takes place by means of non-contact measuring devices.

Such non-contact measuring devices are e.g. Laser measuring devices, infrared measuring devices or the like. The inventive idea of the present invention thus covers both measuring devices that touch the driving edges and non-contact measuring devices.

In a preferred embodiment of the device claim, a chassis is created which essentially consists of a guide chassis and a roller side. The guide carriage of this carriage consists of two mutually spaced subframes that roll on one rail side, while these subframes of the guide carriage are assigned the roller assemblies that roll on the opposite rail.

Each subframe of the guide undercarriage is therefore assigned a roller arrangement on the opposite side (roller side) of the undercarriage. The above-mentioned subframes on one side and the roller arrangement on the other side are connected to one another by a chassis, which in a preferred embodiment is designed as a pull-out chassis in order to adapt the entire chassis to different track gauges. In most European countries, gauges of 1,435 mm are used for state railways, for example, and the pull-out undercarriage is then rigidly set to this gauge. In other states and with private railways, other track gauges are used and accordingly the track width of the pull-out undercarriage is on it set.

It is essential to the invention that lateral guide rollers are present on the subframe side of the undercarriage, which rest at the level of the reference plane of the deformed traveling edges and thus ensure a precisely defined position of the undercarriage on this rail profile.

As stated above, there are also touching distance measuring devices on the deformed driving edges, which measure the distance to the opposite, deformed driving edge. According to this measurement result, the track width of the undercarriage is now set with high precision by the track widths of the track rollers arranged there being adjustable and lockable. This means that, according to the currently measured, deformed actual width, this actual width is now adjusted to the track width of the rollers on the roller side of the undercarriage, so that the undercarriage now has an overall track width that corresponds exactly to the deformed actual width.
The rollers on the roller side can be adjusted using various adjustment mechanisms. All adjustment devices are encompassed by the inventive concept of the present invention.

In a first embodiment it is provided that the roller side of the undercarriage is formed in each case from one or more rollers arranged at a distance from one another, wherein in the presence of more than two rollers these rollers are connected to one another by a common bar on which these rollers are rotatable are stored. The free, pivotable end of a track control lever, which is designed to be pivotable via a track adjustment cylinder, engages on the beam. The first preferred embodiment is therefore an oscillating suspension of preferably pairs of rollers, which are arranged on a beam connecting the rollers, the beam - as shown - oscillating on lower free end of the track control lever is arranged.

In a further embodiment of the present invention it is provided that the rollers or pairs of rollers are slidably held in the manner of a longitudinal guide in the chassis, and this longitudinal guide is designed to be displaceable by corresponding linear drive units. In this case, the one or more rollers are then mounted in a carriage which is slidably received in the chassis of the chassis.

In a further development of the present invention it is provided that the undercarriage forms a stable three-point support in that the track roller arrangements are held on the undercarriage in a height-adjustable manner. This height adjustment ensures that a three-point support is achieved because the subframes are rigidly connected to one another on one side of the rail, while the roller assemblies on the opposite side of the rail are designed to be height-adjustable in order to ensure that only three "points" are loaded on each of the two rails . This ensures that a resultant force is generated in the middle of the chassis between the two roller assemblies, which ensures the aforementioned stable three-point support. On the side of the caster arrangements, a virtual support point on the rail is thus created in the area between the two caster arrangements, which take a mutual distance from one another, and this virtual support point is opposed by the two stable, fixed support points opposite each other in the area of the subframe.

The track width sensors are then in contact with the deformed running edges on the subframe side at the level of the reference level and also on the deformed driving edges at the level of the reference level and measure the actual state of the track profile in the deformed state.

Another essential feature of the invention is that, according to the invention, with the method and the chassis which have been described above, it is now possible for the first time to machine rail areas in the area of simple crossings and points as well as in the area of double crossing points. (This was not possible before, because all previously known undercarriages only recorded the deformed actual condition of the roadway edges and therefore attached a new rail profile more or less undefined). With the present invention it is now provided that as soon as the undercarriage moves into the area of wheel control arms which are only arranged in the area of switches opposite the centerpiece, this approach movement to the wheel control arms arranged there is determined by a wheel control arm sensor which detects the presence of such wheel control arm rails detected and notifies the control of the undercarriage that all previously measured settings are now frozen and the undercarriage is locked in this position. Since there are no precisely defined track gauges in the area of the heart of switches and crossings, it is now possible for the first time to work on this area too - with a "frozen" undercarriage.

The subject matter of the present invention results not only from the subject matter of the individual patent claims, but also from the combination of the individual patent claims with one another. All information and features disclosed in the documents - including the summary -, in particular the spatial design shown in the drawings, are claimed to be essential to the invention insofar as they are new to the prior art, individually or in combination.

The invention is explained in more detail below with the aid of drawings which illustrate only one embodiment. Further features and advantages of the invention which are essential to the invention emerge from the drawings and their description.

Figur 1:

schematisiert in Stirnansicht einen Schienenkopf in verformtem und nicht verformtem Zustand,

Figur 2:

Seitenansicht des Fahrwerkes von der Seite des Führungsfahrwerkes her (Pfeilrichtung II in Figur 4).

Figur 3:

Seitenansicht des Fahrwerkes von der Laufrollenseite her (Pfeilrichtung III in Figur 4),

Figur 4:

Draufsicht auf das Fahrwerk,

Figur 5:

Schnitt durch das Fahrwerk in Höhe des Pfeiles V-V in Figur 4,

Figur 6:

Schnitt durch das Fahrwerk in Höhe des Pfeiles VI-VI in Figur 4,

Figur 7:

Stirnansicht des Fahrwerkes in Richtung des Pfeiles VII in Figur 4.

Show it:

Figure 1:

schematically in front view a rail head in the deformed and not deformed state,

Figure 2:

Side view of the undercarriage from the side of the guide undercarriage (arrow direction II in FIG. 4).

Figure 3:

Side view of the undercarriage from the roller side (arrow direction III in FIG. 4),

Figure 4:

Top view of the chassis,

Figure 5:

Section through the chassis at the height of arrow VV in Figure 4,

Figure 6:

Section through the chassis at the height of arrow VI-VI in Figure 4,

Figure 7:

Front view of the undercarriage in the direction of arrow VII in FIG. 4.

The essential features of a rail head 26 are to be explained with reference to FIG.

A rail head 26 subject to wear is first machined on its running surface 27 and a corrugated surface 28 results in the region of the running surface 27. If the rail head 26 is used as an outer rail, then the left-hand running edge 33 is deformed, as shown in FIG. 1, causing deformation a removal profile 30 results, which is shown with dash-dotted lines. This means that the entire profile in the area of line 39 is traversed and a concave removal profile 30 results.

It is now important that the wheel 25 of a railroad car or another track vehicle now moves with its wheel flange 31 into this removal profile 30 and undergoes a lateral displacement, as is shown with dash-dotted lines in FIG. 1.

It is also possible for an impeller 25 'to experience an opposite, lateral displacement, the wheel flange 31 then coming outside the area of the removal profile 30.

The rolling surface 32 of both impellers 25, 25 'then rolls on the corrugated surface 28.

It is also possible that the rail head 26 still experiences lateral rolling 29, which are shown by dashed lines in Figure 1.

It is now important that the deformed actual width between mutually opposite rail heads 26 is measured in that in the area of the undeformed running edge 33, namely at the level of the reference plane 34, a contact or non-contact measurement is carried out between the mutually opposite running edges 33. This ensures that the deformed driving edge is measured at the level of the reference plane and the distance between deformed driving edges at the level of the reference level is set as a measure for the setting of the wheel of the chassis on the roller side.

The undercarriage according to the invention essentially consists of a main frame 1, which consists of a longitudinal beam 40 to which the crossbeams are fastened parallel to one another at a mutual distance. These cross bars 41 form between them a receptacle for a pull-out trolley 3, which essentially consists of a slide which is designed to be displaceable in the transverse direction with corresponding guide rollers in the profile between the cross bars 41.

A lifting cylinder 6 is arranged in the pull-out undercarriage 3 and is directed downward in the direction of the track bed.

By acting on the lifting cylinder 6, the entire undercarriage can thus be lifted out of the rail bed; it is then rotated around the lifting cylinder 6 and inserted back into the rail bed in the rotated position.

The longitudinal beam 40 is connected on both sides to an upper and a lower pivot bearing 4, these pivot bearings 4 being part of a main bogie 2.

This main bogie 2 is formed from two subframes 35, 36 which are at a mutual distance from one another, the upper pivot bearing being designated 4a and the lower pivot bearing 4b.

In this pivot bearing, a telescopic tube is held, which is part of the main bogie and in which an extension trolley 3 is telescopically guided.

With this arrangement, it is possible to set the track width between one side of the rail and the other side of the rail.

On the side of the subframe 35, 36, brackets 42 are firmly welded to the larger tube of the main bogie 2 and carry on their underside main support rollers 8 which, according to FIGS. 5 and 6, roll on the running surface 27 of the rail head 26.

These main support rollers 8 thus have essentially horizontal axes of rotation.

Perpendicular to these main support rollers 8 are lateral guide rollers 7 with vertical axes of rotation on the underside of the main bogie 2, the guide rollers 7 in a bearing 7a on the Bottom of the main bogie 2 are held. It is important that these guide rollers 7 have a trapezoidal profile on the outer circumference, which is relatively narrow, so that only the deformed driving edges 33 are touched at the level of the reference plane 34. A precisely defined, lateral contact of the entire main bogie 2 on the subframe side 35, 36 for this chassis is thus achieved.

It is also added that on the aforementioned assembly frame 5, which is slidably guided between the crossbar 41, all machines for power supply and the driver's cab of the vehicle are attached.

It is also essential that, according to FIG. 6, track sensors 12b act on the same running edge 33 at the level of the reference plane 34 and are pressed by spring force against the deformed driving edge 33 at the level of the reference plane 34 of the rail head 26.

The precisely defined contact of the guide rollers 7 on the deformed driving edges 33 at the level of the reference plane 34 thus ensures a precisely defined contact of the track sensors 12b on this surface.

The two subframe arrangements 35, 36 are formed exactly on one side of the undercarriage, so that it is sufficient to describe only one subframe.

The opposite side of the subframe is also symmetrical and consists of two identically constructed roller assemblies 37, 38, with each roller assembly 37, 38 being assigned two rollers 9 in the exemplary embodiment shown.

It has already been pointed out above that more than two rollers can also be used.

In the embodiment shown, two rollers are through a roller lever 13 connected to each other and rotatably supported on this roller lever. In the center of the roller lever 13 is a pivot bearing 43 for attacking a lifting device, which essentially consists of a pivot frame 44, which consists of triangular converging beams, which are combined in the lower pivot bearing 43. The upper part of the swivel frame 44 is held in a swivel bearing 45 on which one end of a rocker arm 46 engages, the other end of which is held in a rocker bearing 47 fixed to the chassis.
On the chassis side, a first bearing eye 48 is provided for engaging one end of a height compensation cylinder 17, which engages with the other end in the region of the pivot bearing 45 on the pivot frame 44.

By actuating the height compensating cylinder 17, the height of the roller arrangement in relation to the entire main frame 1 is thus set.

After this height adjustment device is present on both roller roller assemblies 37, 38, a virtual support point between the two roller roller assemblies 37, 38 is thus created by corresponding actuation of the two height adjustment cylinders, which is approximately at the height of the assembly frame 5, i.e. So in the middle of the chassis.

The change in the track width by appropriate control of the rollers 8 is explained below.

As previously mentioned, the rollers 9 are rotatably mounted on the roller lever 13.

A steering pin 49 is fixedly connected to the roller lever 13 and engages in a slot-shaped recess 50 of a fork 51 which is pivotally received in a pivot bearing 52.
The steering pin 49 is fixed in the region of a handlebar 14 arranged, which in turn is firmly connected to the roller lever 13.

This pivot bearing 52 is fixed to the chassis on the side of the chassis. The fork 51 is connected in a rotationally fixed manner to a track control lever 14, on the free, pivotable end of which one side of a track adjustment cylinder 16 engages, the other side of which is received in a bearing eye 53 fixed to the chassis.

By actuating the track adjusting cylinder 16, the impeller 9 is thus pivoted in the arrow directions 54 to the rail head of the rail 18, so that the actual width between the two opposite rails 18 in the region of the deformed running edge 33 is set precisely at the level of the reference plane 34.

It is important that track sensors 12 are also pressed onto this rail 18 (left side in FIG. 6) under spring force in order to carry out the desired measurement. The track sensors 12 are in turn - as described above - pivotally held on the underside of the chassis and are pressed under spring force against the driving edge 33 at the level of the reference plane of the rail 18.

According to the actually measured distance between the two track sensors 12, the measured dimension is entered into a controller and this controller controls the tracking cylinder 16 so that the rollers 9 of the roller assembly 37, 38 of the main frame 1 are set exactly to this dimension.

In the following it will be described that there are arrangements that determine the retraction of the entire undercarriage in a track area. In the track area opposite to the centerpiece, wheel links 19, 20 are anchored in the rail bed in a known manner. It is therefore not possible to measure the distance between the track sensors 12. In order to record the entry into such a switch area, Wheel control sensors 10 are provided (see FIGS. 2 and 3), which, according to FIG. 7, rest on the respective inner sides of the wheel control arms 19, 20. If such a presence of a wheel control arm is detected by the wheel control arm sensors 10a, 10b, then the previously made settings of the track width and the height of the roller arrangement are frozen and locked.

It is now possible for the first time to carry out machining of the rails even in those rail areas in which no distance measurement can be carried out to determine the track gauge.

It is generally pointed out that the rail processing machines are arranged in different locations on the running gear. It was mentioned only by way of example beforehand that the corresponding driver's cab and the supply units are arranged on the unit frame 5. The grinding machines 21 for processing the driving edges 33, on the other hand, are fastened to the front of the main bogie 2 and the corresponding grinding wheel processes the vertical driving edges 33.

A further grinding machine arrangement 22 is preferably arranged in the center area on the longitudinal beam 40 for de-stripping the corrugated surface 28, while in the rear area of the undercarriage a processing machine, e.g. a grinding machine 23 is provided for profile regeneration of the driving edges and the treads. All grinding machines 21-23 are equipped with corresponding grinding wheels 24, only a few of which are shown as examples.

The term “grinding wheel” should also not be understood as limiting. Any machining tools that do not necessarily have the shape of a grinding wheel can be present. Likewise, different milling cutters can be used, and instead of the grinding machines 21-33 shown here, other tools for rail machining can also be carried, such as welding machines or measuring devices, which only the actual state of the deformed and / or undeformed track profile without having to edit it yourself. DRAWING LEGEND 1 Main frame 32 Rolling surface (impeller 25) 2nd Main bogie 33 Driving edge 3rd Extending gear 34 Reference plane height 4th upper / 4a lower 4b pivot bearing 5 Unit frame 35 Subframe (guide chassis) 6 Lifting cylinder 36 " 7 lateral guide rollers 7a bearings 37 Casters arrangement 8th Main support rollers 38 " 9 Casters 39 line 10th Wheel control sensors 10a, 10b 40 Longitudinal beams 41 Crossbar 12th Lane sensors 12a, 12b 42 console 13 Roller lever 43 Swivel bearing 14 Track control lever 44 Swing frame 15 Handlebars 45 Swivel bearing 16 Alignment cylinder 46 Rocker arm 17th Height adjustment cylinder 47 Rocker bearing 18th Railroad track 48 Bearing eye 19th Wheel handlebar simple crossing / switch 49 Steering pin 20th Wheel handlebar double crossing switch 50 Recess 21 Grinding machine (machining Edges) 51 fork 22 Grinding machine (debarking) 52 Swivel bearing 23 Grinding machine (profile regeneration) 53 Bearing eye 24th Grinding wheel 54 Arrow direction 25th Impeller 25 ' 26 Rail head 27th Tread 28 Corrugated surface 29 Rolling out 30th Removal profile 31 Wheel flange 31 '

Claims (9)

Method for measuring the one rail profile of a double rail track, the wear edges of the rail head and the track width in the rail area being measured in connection with a running gear for rail processing by means of grinding or milling machines, characterized in that the two first measure the deformed actual width of the wear profile of both rail tracks mutually opposed deformed edges of the rail profile are detected in their mutual distance on the standard reference plane and that, based on the actual track width of the deformed wear profile, the undercarriage is set for machining the rails or for grinding the new profile on the rail head. Method according to Claim 1, characterized in that the deformed running edges are scanned at a prescribed height of the two mutually opposite rail profiles by touching measuring devices. A method according to claim 1, characterized in that the scanning and thus the measurement of the actual distance takes place by non-contact measuring devices. Running gear for rail processing, consisting of a wheel arrangement that rolls on the rail head, grinding or milling machines acting on the rail head from the running gear, characterized in that the running gear has a main frame (1) on which bogies (2) at the top and lower Rotary bearings (4a, 4b) are arranged at a mutual distance between guide carriages with main support rollers (8) and lateral guide rollers (7) and that, starting from the main bogies (2) on pull-out carriages (3), rollers (9) opposite the guide carriages in a roller arrangement (37, 38) are arranged, with wheel steering sensors (10a, 10b) and track sensors (12a, 12b) sensing the deformed rail area at a defined height. Running gear according to claim 4, characterized in that the lateral guide rollers (7) of the guiding trolleys rest against the deformed running edge at a prescribed height of the rail head and that at the same height there are also distance measuring devices at the same height, which measure the distance to the opposite, Measure the deformed edge at the same height. Undercarriage according to claims 4 and 5, characterized in that the track roller arrangement (37, 38) of the track rollers (9) is designed to be adjustable and lockable via the respective extension undercarriage (3), the track width corresponding to the currently measured deformed actual width on a prescribed reference level the rollers are adjusted on the roller side of the undercarriage so that the undercarriage as a whole now has a track width which corresponds exactly to the deformed actual width at a prescribed height. Chassis according to claim 4, characterized in that the roller arrangement (37, 38) is formed from one or more oscillating rollers (9) arranged at a distance from one another, several rollers being connected to one another by a common roller lever (13) and on the roller lever (13 ) attacks the free pivotable end of a track control lever (14) which is designed to be pivotable via a track adjustment cylinder (16). Chassis according to claim 4 , characterized in that the rollers (9) or pairs of rollers are slidably held in a carriage in the manner of a longitudinal guide in the chassis, the longitudinal guide being designed to be displaceable by corresponding linear drives or cylinder units. Undercarriage according to claim 4, characterized in that the height of the roller assemblies (37, 38) is held on the undercarriage, whereby a stable three-point support is formed in connection with the rigid arrangement of the guide undercarriages on the opposite rail side, with between the roller assemblies (37, 38). a virtual support point is created on the rail.

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