EP1433901A1 - Verfahren und Vorrichtung zum Herstellen oder zur Erneuerung eines Gleises - Google Patents

Verfahren und Vorrichtung zum Herstellen oder zur Erneuerung eines Gleises Download PDF

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Publication number
EP1433901A1
EP1433901A1 EP03293016A EP03293016A EP1433901A1 EP 1433901 A1 EP1433901 A1 EP 1433901A1 EP 03293016 A EP03293016 A EP 03293016A EP 03293016 A EP03293016 A EP 03293016A EP 1433901 A1 EP1433901 A1 EP 1433901A1
Authority
EP
European Patent Office
Prior art keywords
rails
train
rail
welding
welded
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.)
Withdrawn
Application number
EP03293016A
Other languages
English (en)
French (fr)
Inventor
Jacques Boittin
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.)
TSO
Societe des Anciens Etablissements Lucien Geismar SAS
Original Assignee
TSO
Societe des Anciens Etablissements Lucien Geismar SAS
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
Application filed by TSO, Societe des Anciens Etablissements Lucien Geismar SAS filed Critical TSO
Publication of EP1433901A1 publication Critical patent/EP1433901A1/de
Withdrawn legal-status Critical Current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
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/16—Transporting, laying, removing, or replacing rails; Moving rails placed on sleepers in the track
    • E01B29/17—Lengths of rails assembled into strings, e.g. welded together
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/42—Undetachably joining or fastening track components in or on the track, e.g. by welding, by gluing; Pre-assembling track components by gluing; Sealing joints with filling components
    • E01B29/44—Methods for effecting joining of rails in the track, e.g. taking account of ambient temperature

Definitions

  • the invention relates to a method of laying or renewal of the rails of a railway track, according to which rails are butt welded short long welded rails which will be laid on the track, as well as an installation for the implementation of this process.
  • This facility is built on a given permanent site and includes all machines that are needed for welding rails, such as a brushing machine for the ends of the rails to be welded, a welder, a press, a finishing grinder, alignment measurement systems, tables supply and discharge and conveyors for the transport of rails from their production site to construction site.
  • This process has the major drawbacks of require a very high investment cost and require transport of long welded rails from the site of their production at the site where they are to be installed and the length of which is therefore limited.
  • the rail laying or renewal process is long and involves a lot of unproductive time related to transport of rails from their production site to construction site.
  • Another known method involves unloading short rails from 18 meters to 120 meters on along the way to establish or renew and welding short rails lie on the ground in long rails welded on site, the length of which can be theoretically infinite.
  • the installation used at this fin is composed of a mobile electric welder, mounted on road-rail, railcar or in installed containers on flat cars.
  • This process has the major drawback that the quality of the route obtained leaves something to be desired although investment, especially for the electric welder mobile is relatively high.
  • the object of the invention is to propose a method and an installation which overcomes the disadvantages of state-of-the-art processes while retaining the benefits they provide.
  • the method according to the invention is characterized in that the long rails are produced welded on a welding train, on site, from short rails arranged on transport wagons at rear end of train, long welded rails being placed on the track at the front end of the train.
  • the installation according to the invention for setting up work of this process is characterized in that it is produced in the form of a welding train comprising wagons carrying the machines necessary for the production of long welded rails, such as a end brush of the rails to be welded, of a welder, a press, a finishing grinder, conveyors for transporting rails from one wagon to another from wagons on which the short rails are loaded.
  • a welding train comprising wagons carrying the machines necessary for the production of long welded rails, such as a end brush of the rails to be welded, of a welder, a press, a finishing grinder, conveyors for transporting rails from one wagon to another from wagons on which the short rails are loaded.
  • the welding train has at the front end a locomotive 1 and, if applicable, a second locomotive not shown at the rear end and between the two locomotives, coupled to each other, wagons workshops, which carry the different machines necessary for the production of long welded rails, wagons carrying auxiliary equipment indicated for example in 4, transfer wagons 5 of rails from one workstation to another and railcars transport of short rails as indicated in 6, on which the short rails are placed in several layers, these cars being located at the rear end of the train which is a free end.
  • the welding train the length of which depends on short rails to weld, is formed to have the shape represented and then be directed to the site.
  • the set is towed by locomotive 1 to the place where the long welded rails are to be laid.
  • a first rail 7 is removed from wagon 6 by a winch mounted on the adjacent wagon 8 and indicated by 9.
  • At 10 we indicate the traction cable which is fixed to rail 7, some distance from the end of this one.
  • the short rail 7 is pulled so that it engages in a pressure roller device 11 also carried by wagon 8. During its transfer from wagon 6 with the pressure rollers 11, the rail 7 moves on a upward ramp 12.
  • first rail 6 was at the middle of the top layer on wagon 6.
  • the second rail, successive to the first rail 7 is connected to the first rail by self-tightening clamps.
  • the pressure roller 11 advances the rail 7 up to wagon 13 which carries an automatic brushing machine ends of rail 14. Once the upstream ends and downstream detected and positioned in this brushing machine, the automatic cycle of the machine, which works without operator, triggers and the work schedule, the underside of the rail pad and the cut of both ends rails are deoxidized. The train remains in its position initial during this operation and operations following.
  • the two rails advance on the central conveyor until the upstream end of the second rail is located in the axis of the brushing machine.
  • the operator of the winch loads the following two rails on the conveyor and the downstream end of the first rail is positioned in the brushing machine which automatically starts a new cycle brushing.
  • the operator of the welder-deburring machine which performs electrical welding such as welding by spark, move the machine on its way in the wagon closed, until the ends of the first and second rail are in the axis of the machine, ready to be welded.
  • Machine cycle aligns automatically the two ends of the rails, weld the rails following a programming of established parameters according to the type of rail and tested, to finally deburr the welding.
  • the welder-deburring machine is supplied with electrical energy, like all the machines equipping this train, by the wagon power supply.
  • the test welds are tested in the test press, installed in a wagon workshop-store.
  • positions such as that of the welder-deburring machine or any other station are supplied by different power supply groups autonomous, so that the train is modular, in according to the technical requirements of the site on which it intervenes.
  • the welded rails are cooled during their advancement, by means of rollers suitable pressers up to wagon 20 carrying a press in four directions 21, the train still being immobilized.
  • the cooling of the weld could do in a water tunnel mounted in a closed wagon.
  • the solder temperature is measured on the fly, by a pyrometer, installed along the conveyor, up to the water tunnel.
  • the four-man press directions 21 is equipped with a laser measurement system, able to control alignments in vertical planes and horizontal over lengths up to three meters.
  • the press is movable inside wagon 20 and the operator positions the machine until the solder is in the axis thereof.
  • a first measurement cycle is performed and the result in the form of two graphics is shown on a monitor. In depending on this result, the operator performs the vertical and horizontal straightening operations necessary to obtain an alignment corresponding to the tolerances required. After the straightening cycle, a new measurement cycle is carried out. If the solder remains out of tolerance, a new recovery cycle is made.
  • the rail with the weld is transported on the central conveyor to the closed wagon which contains the automatic finishing grinder 24 welds and a laser measurement system, coupled with the grinder and able to control alignments in vertical planes and horizontal over lengths up to 3 meters.
  • the machine is mobile and the operator positions the machine until the weld is in the axis of it.
  • the operator moves the machine until the solder is in the axis of the measuring system and performs a measuring cycle of the required length. In exceptional cases where the results are not inconclusive, a correction by grinding can be performed.
  • each solder After grinding and final inspection, each solder has undergone all the finishing operations and is moved on the central conveyor until the end of the long welded rail touches the ground at the place provided when positioning the welding train on the way.
  • the rail is moved in a laying chute 27 providing vertical and horizontal guidance.
  • the long welded rail obtained by welding the rails short 7 from wagon 6 can be positioned in the lane or off the lane.
  • the welded rail is moved by pressure rollers while the welding train remained immobilized on the track.
  • the self-weight of a rail on a length of one hundred or two hundred meters is usually sufficient in itself to ensure the stable maintenance of this rail along the track during the movement of the train.
  • the movement of the rail along the train while this train is moved can possibly be assisted by the pressure rollers having a movement synchronized with the movement of the train.
  • the train has a substantially sequential movement, in which it advances at low speed a rail length and then stops to weld the short rail next.
  • locomotive 1 is mainly intended to transport the train to the site where he intervenes.
  • This train is advantageously planned self-propelled, slow running, to allow sound moving at low speed and immobilizing it with satisfactory positioning accuracy, without intervention of locomotive 1 when it is on site.
  • a self-propelled train planned for movements at low speed, in association with longitudinally mobile stations, such as for example the welder-deburring station allows for a sequential advancement with a relatively high rate.
  • the positioning of the self-propelled train presents important precision when it stops, and each station which is movable longitudinally relative to the wagon carrying it can quickly be positioned by relation to the rail on which it must intervene, without it either need to readjust the position of the entire train.
  • these systems of guide and displacement of the rails include a roller base rotating around a horizontal axis, on which rolls the rail, two side rollers surrounding the rail and rotating around vertical axes, and a pressure roller, located at the top of the rail and the pressure it can exert can be controlled.
  • the invention has the advantage of requiring a qualified production and maintenance personnel reduced. Taking into account the means implemented such as advanced automation, a control system quality, full traceability that the invention provides, the establishment of a reduced team of qualified personnel is justified and profitable, which is not not the case for welding processes according to the state of technique, for which the teams are heterogeneous depending on the places of work.
  • the traceability of each weld is possible, both for the parameters metallurgical, at the welder-deburring station, that for geometric parameters, at level of straightener and grinder.
  • the invention allows a very high production, on the one hand ensured by the means implemented and secondly by continuity and qualification of personnel.
  • the work is done in closed places, i.e. in closed wagons and heated, regardless of weather conditions.
  • the invention provides better metallurgical quality welds, guaranteed by means of adjustment and control of the different welding parameters and the hydraulic power of the machine, ensuring forging optimal welds.
  • the invention also guarantees a geometry and perfect alignment of the welds on long distances, with alignment tolerances the more stringent for high-speed lines, thanks to the presence of a four-way hydraulic press with integrated laser measurement system, capable of monitoring the alignment of the welds in two planes on distances up to three meters in length and a automatic grinder perfectly copying and connecting the profile of the two rails welded over a distance of up to one metre.
  • a major advantage offered by the invention lies in the possibility of welding rails lengthwise infinite, removing the need to connect long rails welded by thermite welds in the way.
  • the production line is supplied with from wagons carrying short rails between the supplier's rolling mill and site, without unloading short rails before welding the track. he there is no prior installation of the rails to be welded on the foundations of the railway sleepers to ensure minimal alignment of the ends of the rails before welding.
  • the invention makes it possible to adapt the position of the machines at standard length of short rails, capable of vary between 18 meters and 120 meters or more, changing the length or position of the cars dividers to ensure the operation of all the machines of the line in masked time.
  • Machines are placed on tracks, fixed on the wagon floors, allowing their positioning exact towards the welds to be treated.
  • the invention guarantees complete autonomy of the welding train to the point of view of electrical, hydraulic and pneumatic.
  • the invention provides a repair shop and a stock of spare parts.
  • the invention provides a complete autonomy of the welding train, which can be move on all networks meeting the template and track gauge. It is possible to transport the welding train to other continents in the "standardized containers" version.
  • the welder used which is visible in Figures 2 to 4 is intended to achieve flash welds. It has two parts 25, 26 one being movable longitudinally relative to the other thanks to two jacks 27 connecting these two parts, these cylinders being powered by a hydraulic system of strong power.
  • This welder is also globally longitudinally movable on rails 28 equipping the wagon carrying it.
  • Each part 25, 26 of this welder includes means for positioning and fixing the rail it receives.
  • One of these two parts can be moved precisely vertically and transversely with respect to each other, so that adjust the alignment of the two rails to be welded, this relative movement is for example made possible by a eccentric system.
  • Flash welding is performed by application of an electric current crossing the rails, then by rapid approximation of the two rail ends under high pressure, this electric current being generated by a transformer identified by 29.
  • the welding cycle can start.
  • This cycle possibly includes several preliminary steps planned to preheat the ends of rails to be welded.
  • the welding cycle per se involves applying an electric current through the air gap, which raises the temperature but generates loss of material by projections. This loss of matter is compensated by a slow advance of a part of the machine compared to the other.
  • This slow advance takes place on a race that can reach twenty to twenty-five millimeters for the whole a welding cycle, and it is controlled by the intensity of the electric current flowing through actually the rails. If this intensity reaches a value too high, the feed speed is reduced, even reversed, and if this intensity becomes too low this advance is increased.
  • This slow advance which takes place at the start of the welding is advantageously managed by a PLC controlling the hydraulic system which is associated with the welder and the cylinders 27, depending on the intensity of the current.
  • This electric current produces a fusion of ends of the rails which thus reach a temperature satisfactory in about two minutes.
  • the machine is controlled so that its hydraulic system brings the two halves by applying an effort of the order of sixty tonnes, which produces forging welding having high mechanical strength.
  • the rail positioning members in this welder include references to ensure placement in geometric conformity of the rails, as well as the jaws or other clamping devices provided for holding of these rails, in each part 25, 26.
  • the reference point is achieved on the one hand at the level of the rolling face 30 of the rail, that is to say the upper face intended to receive the wheels of a train, and on the other side active 31, i.e. the face against which the flank of a train wheel is likely to take support, this which is shown diagrammatically in FIG. 5.
  • the two rails are welded with a slight angle, having a predetermined value, in the plane vertical.
  • the welded rail points slightly upwards at the weld level, to be replaced substantially horizontal after the straightening operation. Considering of a so-called weld memory effect in the life of the rail, this tends to form a slight angle, which counteracts the effect of passing trains which tends to press the rail towards the ground at the weld.
  • the angle formed by the two rails can be worth for example five to six tenths of millimeters, over a distance of one meter extending from on either side of the weld. This angle is reduced to a much lower value after the operations of welding and grinding.
  • the movement of the rail relative to the train is assisted by pinch rollers which are arranged in particular on either side of the welding. This helps reduce efforts longitudinal applied to the weld which has just been made to avoid degrading its mechanical qualities.
  • the alignment of the welded rails is measured to be possibly rectified in a post 21 including measuring devices and a press, shown more detailed in Figures 6 and 7.
  • This station 21 is also movable longitudinally on rails 32 fitted to the wagon carrying it for ability to adjust its longitudinal position relative to the welding.
  • It includes a reference rule 33 which extends horizontally parallel to the longitudinal axis of rails over a length worth for example three meters, and along which a measuring head 34 moves to determine the misalignment of the two rails on the one hand in a horizontal plane, and on the other hand in a vertical plane.
  • This head 34 is equipped with means for laser measurement allowing measurements of a level of highest possible accuracy.
  • this rule 33 is mounted inside station 21 which includes mainly a four-axis press capable of straighten the rail in the vertical plane and in the plane horizontal, in both directions.
  • This station includes two ablots A1, A2, which are supports supporting the rail on either side of the welding. These two supports each have an open C shape upward, so that they can exercise a reaction on the rail transversely in both horizontal directions and in a vertical direction.
  • This station includes in its central part a jack double-acting 35, arranged horizontally to operate a hammer. It also includes two vertical cylinders and 36 and 37 are arranged vertically to actuate a hammer either from top to bottom, or from bottom to top.
  • This four-axis press is powered by a hydraulic unit not shown, so that develop efforts of up to one hundred and twenty tonnes in the horizontal plane, and two hundred and fifty tonnes in the vertical direction. It is driven by a machine or by an operator so that the cylinders operate the hammer to apply welding forces whose intensity depends on the misalignment which is measured at head level 34.
  • the system of measure being integrated in the press in station 21, it is thus possible, if necessary to carry out several straightening passes by performing a measurement between each pass, so as to achieve a very precise alignment of the two rails.
  • This press still includes two ablots additional, not shown, intended to be placed in the upper part of the rail on either side of the welding, and intended to be used when the cylinder lower vertical is activated.
  • the train grinding station according to the invention also includes a precision measurement system, to further improve the alignment of the two rails by grinding, possibly in several passes.
  • This system measurement allows a final measurement of alignment, corresponding for example to a control of quality before installing the rail on the track.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP03293016A 2002-12-03 2003-12-02 Verfahren und Vorrichtung zum Herstellen oder zur Erneuerung eines Gleises Withdrawn EP1433901A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0215249 2002-12-03
FR0215249A FR2847917B1 (fr) 2002-12-03 2002-12-03 Procede de pose ou de renouvellement des rails d'une voie de chemin de fer, et installation pour la mise en oeuvre de ce procede

Publications (1)

Publication Number Publication Date
EP1433901A1 true EP1433901A1 (de) 2004-06-30

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EP03293016A Withdrawn EP1433901A1 (de) 2002-12-03 2003-12-02 Verfahren und Vorrichtung zum Herstellen oder zur Erneuerung eines Gleises

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EP (1) EP1433901A1 (de)
FR (1) FR2847917B1 (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2884531A1 (fr) * 2005-04-13 2006-10-20 Tso Sa Procede de pose de voies ferrees
FR2899249A1 (fr) * 2006-04-04 2007-10-05 Europ De Travaux Ferroviaires Procede et dispositif de renouvellement de rail ferroviaire en continu
FR2904335A1 (fr) * 2006-07-25 2008-02-01 Tso Sa "procede de substitution de rails sur une ligne a grande vitesse"
CN102009657A (zh) * 2010-11-30 2011-04-13 株洲新通铁路装备有限公司 快速卸载钢轨的长钢轨运输车组
CN102963378A (zh) * 2012-11-27 2013-03-13 中国北车集团沈阳机车车辆有限责任公司 起吊装置及长钢轨运输车组

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3025227B1 (fr) 2014-09-02 2021-04-02 Soc Nat Des Chemins De Fer Francais Sncf Poutre structurale adaptee pour supporter un equipement
FR3025226B1 (fr) 2014-09-02 2016-12-16 Soc Nat Des Chemins De Fer Francais Sncf Systeme et procede de transport d’un equipement

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2250869A (en) * 1937-10-15 1941-07-29 Sperry Prod Inc Means for welding rails
US4232610A (en) * 1977-06-16 1980-11-11 Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H. Mobile apparatus for laying railway track
US5181472A (en) 1990-07-13 1993-01-26 Les Fils D'auguste Scheuchzer S.A. Device for the substitution of the rails of railway tracks
DE4225788A1 (de) 1992-08-01 1994-02-03 Stahlberg Roensch Gmbh & Co Kg Verfahren und Vorrichtung zum Herstellen eines lückenlosen Gleises
CH685779A5 (fr) * 1991-06-25 1995-09-29 Scheuchzer Sa Dispositif pour la substitution des rails des voies de chemins de fer.

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2250869A (en) * 1937-10-15 1941-07-29 Sperry Prod Inc Means for welding rails
US4232610A (en) * 1977-06-16 1980-11-11 Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H. Mobile apparatus for laying railway track
US5181472A (en) 1990-07-13 1993-01-26 Les Fils D'auguste Scheuchzer S.A. Device for the substitution of the rails of railway tracks
CH685779A5 (fr) * 1991-06-25 1995-09-29 Scheuchzer Sa Dispositif pour la substitution des rails des voies de chemins de fer.
DE4225788A1 (de) 1992-08-01 1994-02-03 Stahlberg Roensch Gmbh & Co Kg Verfahren und Vorrichtung zum Herstellen eines lückenlosen Gleises

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2884531A1 (fr) * 2005-04-13 2006-10-20 Tso Sa Procede de pose de voies ferrees
FR2899249A1 (fr) * 2006-04-04 2007-10-05 Europ De Travaux Ferroviaires Procede et dispositif de renouvellement de rail ferroviaire en continu
WO2007118977A2 (fr) 2006-04-04 2007-10-25 Europeenne De Travaux Ferroviaires (Etf) 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
FR2904335A1 (fr) * 2006-07-25 2008-02-01 Tso Sa "procede de substitution de rails sur une ligne a grande vitesse"
CN102009657A (zh) * 2010-11-30 2011-04-13 株洲新通铁路装备有限公司 快速卸载钢轨的长钢轨运输车组
CN102009657B (zh) * 2010-11-30 2013-07-03 株洲新通铁路装备有限公司 快速卸载钢轨的长钢轨运输车组
CN102963378A (zh) * 2012-11-27 2013-03-13 中国北车集团沈阳机车车辆有限责任公司 起吊装置及长钢轨运输车组

Also Published As

Publication number Publication date
FR2847917A1 (fr) 2004-06-04
FR2847917B1 (fr) 2006-07-14

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