EP3781744B1 - Verfahren zum befestigen einer schiene eines schienenstrangs mit thermischer konditionierung eines schienenabschnitts und zugehörige schienenmaschine - Google Patents

Verfahren zum befestigen einer schiene eines schienenstrangs mit thermischer konditionierung eines schienenabschnitts und zugehörige schienenmaschine Download PDF

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Publication number
EP3781744B1
EP3781744B1 EP19780250.7A EP19780250A EP3781744B1 EP 3781744 B1 EP3781744 B1 EP 3781744B1 EP 19780250 A EP19780250 A EP 19780250A EP 3781744 B1 EP3781744 B1 EP 3781744B1
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Prior art keywords
rail
thermal conditioning
temperature
zone
conditioning zone
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EP19780250.7A
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English (en)
French (fr)
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EP3781744C0 (de
EP3781744A1 (de
Inventor
Marc-Antoine SAVOYAT
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Matisa Materiel Industriel SA
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Matisa Materiel Industriel SA
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    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D9/00—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor
    • C21D9/04—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for 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
    • 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
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D2221/00—Treating localised areas of an article
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D2221/00—Treating localised areas of an article
    • C21D2221/10—Differential treatment of inner with respect to outer regions, e.g. core and periphery, respectively
    • 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

Definitions

  • the invention relates to the installation of a rail of a railway track, and more particularly to a thermal conditioning operation of a portion of the rail before its installation. It relates both to a railway machine allowing this thermal conditioning operation and to an immobilization process including this operation. It aims at both the installation of a new rail on a pre-existing track, the installation of a new rail on a new track, and a maintenance operation on a pre-existing rail, which includes a removal operation followed by an operation deposit.
  • the railway machine can be an autonomous machine, a renewal train or a laying train.
  • railway rails are subject to significant temperature variations depending on the seasons and weather conditions.
  • the rails tend to elongate and expand under the effect of a rise in temperature, and, conversely, to contract under the effect of a drop in temperature.
  • the rails are laid continuously end-to-end welded and thus fixed to the sleepers, so that the rails cannot vary in length due to temperature variations.
  • the rails Under the effect of an increase in the ambient temperature beyond the installation temperature, the rails, unable to expand, undergo a compressive force tending to push the track out of its way.
  • the rails Under the effect of a drop in temperature below the installation temperature, the rails, unable to contract, are subject to a tensile force tending to pull the track out of its path.
  • a train of works comprising an induction heating station for a previously lifted rail, and a zone for immobilizing the rail on the track sleepers with a view to its subsequent fixing using fasteners.
  • Induction heating generates, in a portion of the rail passing through a heating zone of the heating station, an induced current which raises the temperature of the portion of the rail by Joule effect.
  • the circulation of electrons in the rail is not uniform and we observe a skin effect which is all the more sensitive as the induction frequency increases. This results in a highly inhomogeneous temperature distribution within the rail at the exit from the heating zone.
  • the rail immobilization zone is located at a distance from the heating station, so that the temperature has time to homogenize in the rail, in other words so that the difference between the surface temperature and the temperature in the heart of the rail is lower than a predetermined threshold, the objective being that at the level of the immobilization zone, the rail has reached a homogeneous temperature equal to the predetermined neutral temperature of the location. For example, for a work train traveling at 6 meters per minute, a distance of 17 meters is planned between the exit of the heating station and the rail immobilization zone, which corresponds to a homogenization time of 170 seconds.
  • the cooling methods also involve cooling the surface of the rail, therefore non-homogeneous cooling of the rail, with similar difficulties.
  • the invention aims to remedy the drawbacks of the state of the art and to simplify the immobilization of a rail at a so-called “neutral” set temperature.
  • T 0 mev 1 V ⁇ V T 0 . dv
  • T 1 T 1 avg the uniform temperature of the rail obtained after homogenization
  • E 1 the thermal energy of the rail after uniformization
  • the elongation of a section of the rail is proportional to the average temperature observed in the section of the rail, but independent of the temperature distribution in the section of the rail.
  • the railway machine moves in the working direction at a constant speed, which can be described as nominal, for operating conditions.
  • work data (geometry of the track, nature of the work to be carried out).
  • this speed is usually in the range of 100 to 1200 m/hour.
  • the portion of the rail is immobilized on the crosspiece for less than 50 seconds, preferably less than 30 seconds after the portion of the rail has left the thermal conditioning zone. It is advantageous for the time which elapses between leaving the thermal conditioning zone and fixing the rail to the crosspiece to be minimal, to limit convective heat exchanges with the ambient environment.
  • the temperature distribution at the exit from the thermal conditioning zone can be very inhomogeneous, and remain very inhomogeneous at the time of immobilization of the rail.
  • the time of immobilization of the portion of the rail there is a difference of more than 50°C between at least one point on the surface of the portion of the rail and at least one point on the soul of the rail portion.
  • the modification of the temperature of a surface region of the portion of the rail passing through the thermal conditioning zone is such that the average temperature of the portion of the rail at the exit from the thermal conditioning zone is equal to within +/- 5°C, and preferably to within +/-3°C, and preferably to within +/-2°C, and preferably to within +/-1°C, and preferably exactly, at a predetermined set temperature of the installation location.
  • T mev 1 V ⁇ V T v . dv
  • Passage through the thermal conditioning zone is accompanied by a heat transfer equal to the quantity of heat necessary to bring the section of rail to an average temperature equal to within +/- 5°C, and preferably to +/ -3°C, and preferably within +/-2°C, and particularly preferably within +/-1°C, and preferably exactly, at a predetermined set temperature of the place of immobilization, at the exit from the thermal conditioning zone.
  • the modification of the temperature of a superficial region of the portion of the rail crossing the thermal conditioning zone results in a transfer of a quantity of heat equal to the quantity of heat necessary to bring the section of rail, in adiabatic conditions, at a homogenization temperature equal to a temperature within a predetermined tolerance interval, preferably +/-5°C, preferably +/-3°C, preferably +/-2°C , preferably +/-1°C around, and preferably exactly at, a predetermined set temperature.
  • the thermal conditioning zone is the place of a transfer of thermal energy which can be positive or negative, and whose value ⁇ E is equal to the difference between the thermal energy E A of the front rail entry into the thermal conditioning zone and the thermal energy E N of the rail in an ideal state at a homogeneous temperature equal to the neutral temperature T N (or the difference between the thermal energy E A of the rail before the entry into the thermal conditioning zone and the thermal energy Ec of the rail in a target state at a homogeneous temperature equal to a target temperature T C equal to the neutral temperature T N to within +/- 5°C, and preferably to +/-3°C, and preferably within +/-2°C, and particularly preferably within +/-1°C, and preferably exact).
  • the heat exchange device is controlled as a function of one or more control variables, including one or more of the following measured or estimated variables: a temperature of the portion of the rail at the entry into the thermal conditioning zone, a temperature of the portion of the rail at the exit from the thermal conditioning zone, a temperature of the portion of the rail in the thermal conditioning zone, a temperature of the portion of the rail at the level of the zone d immobilization, a temperature of the rail portion after the immobilization zone, an external ambient temperature, a speed of movement of the railway machine, a speed of movement of the rail relative to the thermal conditioning device, a duration of passage in the thermal conditioning zone, a difference between a set temperature and a measured temperature of the portion of the rail before thermal conditioning, a difference between a set temperature and a measured temperature of the portion of the rail after thermal conditioning, a difference between a temperature setpoint and a measured temperature of the portion of the rail during the heat supply, a difference between a setpoint temperature and a temperature of the portion of the rail at the level of the
  • the portion of the rail crossing the thermal conditioning zone is raised relative to the railway track.
  • the railway machine can be provided with a device for positioning the portion of rail on the track, located between the thermal conditioning device and the zone for immobilizing the portion of rail on a sleeper of the track.
  • the positioning device must preferably be compact, so that the corresponding positioning zone is short.
  • the positioning of the rail portion on the track can be done in the thermal conditioning zone.
  • the portion of the rail crossing the thermal conditioning zone rests on a sleeper of the railway track.
  • the immobilization of the portion of the rail on the sleeper is the operation which immediately follows the crossing of the thermal conditioning zone by the same portion of the rail.
  • the temperature of a surface region of the portion of the rail passing through the thermal conditioning zone is modified, by thermal exchange with a heat source, hot or cold, in particular by thermal radiation, thermal conduction and/or convection, or by alternating electric current induced or generated in the rail portion.
  • the thermal conditioning device is able to provide to the rail portion passing through the thermal conditioning zone and/or able to extract from the rail portion passing through the thermal conditioning zone, a greater quantity of heat sufficient to increase and /or reduce the average temperature of the rail portion by at least 5°C, for a UIC60 rail, when the railway machine advances in the working direction at the predetermined operating speed.
  • the railway machine comprises means for modifying the temperature of a surface region of the portion of the rail passing through the thermal conditioning zone, by alternating electric current induced or conducted in the portion of rail, or by exchange thermal with a source of heat, hot or cold, in particular by thermal radiation, thermal conduction and/or convection.
  • FIG. 1 an overall view of a railway track renewal site 2 is illustrated, a site on which old rails 6 are removed by means of a renewal train 4 (partially shown). front sector) and old sleepers 8 and their replacement by new sleepers 10 and new rails 12, all continuously as the renewal train 4 advances at constant speed in a working direction 100.
  • the renewal train 4 comprises wagons 16 resting on bogies 18, 20 which run on the old rails 6 in the front part of the renewal train 4 and on the new rails 12 in the rear part of the renewal train 4.
  • Part middle of the renewal train 4 rests on tracks 22 which, in the absence of rails on track 2 in this part of the site, roll directly on the ballast 24 and the old sleepers 8 before their removal.
  • the immobilization of the new rails 12 is carried out by the weight of the railway machine at the level of the zone of immobilization 26, also called anchoring zone, located at the level of a bogie 20, in the rear part of the renewal train 4.
  • the actual fixing of the new rails 12 is carried out downstream, using 'fasteners.
  • the section of new or renovated rail to be installed 12 is brought to a set temperature in a thermal conditioning zone 30 of a thermal conditioning device 32, the thermal conditioning zone 30 being located in front and near of the immobilization zone 26 of the rail on one or more sleepers 10, or even directly contiguous to the immobilization zone 26.
  • the immobilization zone 26 itself can be preceded by a positioning zone of the rail , which can be located between the thermal conditioning zone 30 and the immobilization zone 26 (in the hypothesis where the rail is lifted in the thermal conditioning zone) or upstream of the thermal conditioning zone (in the hypothesis where the rail already rests on the new sleepers 10 in the thermal conditioning zone 30 ).
  • the positioning zone of the rail coincides with the immobilization zone 26 or the thermal conditioning zone 30.
  • the thermal conditioning includes heating of the rail, the thermal conditioning device 30 is arranged as a heating device, the thermal conditioning zone 30 then being a heating zone.
  • This heating can be carried out by the means usually used, which have in common not to generate a homogeneous distribution of the temperature in the rail, but on the contrary to generate a significant temperature difference between certain heated zones on the surface of the rail or at proximity to the surface of the rail on the one hand, and less heated zones located at the heart of the rail. Heating can in particular be carried out by electrical induction in the rail, by sprinkling with hot water, by infrared radiation, or by exposure to a heat transfer fluid (water, air, steam, combustion gas, flame).
  • a heat transfer fluid water, air, steam, combustion gas, flame
  • the thermal conditioning includes cooling of the rail, the thermal conditioning device 30 is arranged as a cooling device, the thermal conditioning zone 30 then being a cooling zone.
  • This cooling can in particular be carried out by exposure to a heat transfer fluid.
  • the immobilization zone 26 is positioned relative to the thermal conditioning device 32 in such a way that when the renewal train 4 advances in the working direction 100 at the nominal operating speed, the portion of the rail having left the thermal conditioning device 32 with a non-homogeneous temperature distribution reaches its immobilization position on the sleeper in the immobilization zone 26 before a homogenization of the temperature distribution in a cross section of the rail portion has occurred .
  • the immobilization zone 26 is located less than five meters from the thermal conditioning zone 30, for a renewal train circulating at a nominal speed of 500 m/hour, so that a portion of the rail reaches the immobilization zone 26 less than 36 seconds after leaving the thermal conditioning zone 30.
  • Thermometers 34 are positioned at the entrance to the thermal conditioning zone 30, inside the thermal conditioning zone 30, at the exit from the thermal conditioning zone 30, and if necessary directly near the zone immobilization 26. These thermometers 34 are connected to a control unit 36, which receives signals from other sensors 38 such as, for example: a speed sensor of the renewal train 4, a speed sensor of the rail to be treated , an ambient temperature sensor, an atmospheric pressure sensor, and/or an ambient humidity sensor.
  • sensors 38 such as, for example: a speed sensor of the renewal train 4, a speed sensor of the rail to be treated , an ambient temperature sensor, an atmospheric pressure sensor, and/or an ambient humidity sensor.
  • the control unit 36 is thus capable of measuring, estimating or calculating one or more of the following parameters: an average temperature of the portion of the rail to be treated before thermal conditioning, an average temperature of the portion of the rail after thermal conditioning, a temperature of the portion of the rail during thermal conditioning, a temperature of the portion of the rail after its anchoring, an external ambient temperature, a speed of movement of the renewal train 4, a speed of movement of the rail relative to the conditioning device thermal, a quantity of heat transmitted to the portion of the rail by the thermal conditioning device.
  • control unit 36 contains in memory a set temperature which may have been entered or programmed, and is representative of the neutral temperature sought in the immobilization zone 26, which if necessary allows a determination of a difference between the set temperature and an average temperature of the portion of the rail to be treated before thermal conditioning, a difference between the set temperature and an average temperature of the portion of the rail after thermal conditioning, or a difference between the set temperature and an average temperature of the portion of the rail during conditioning thermal.
  • control unit 36 is capable of modulating the power of the thermal conditioning device.
  • the rail to be treated 12 moves, relative to the thermal conditioning device 30, in the opposite direction, and is guided so that at each moment a raised portion of the rail to be treated 12 passes through the thermal conditioning zone 30. If necessary, the positioning of the thermal conditioning device is adjusted using actuators or a positioning mechanism.
  • the control unit 36 determines by a calculation algorithm, depending on all or part of the parameters discussed previously, the thermal energy which must be transferred to the rail to be treated 12 or which must be extracted therefrom to obtain this average temperature.
  • the portion of the rail 12 has reached the elongation corresponding to the elongation of a rail at a homogeneous temperature equal to the set temperature.
  • the portion of the treated rail 12 enters immediately or almost immediately into the immobilization zone 26, where it is immobilized on a sleeper 10 of the railway track, less than 50 seconds, and preferably less than 30 seconds after the exit from the thermal conditioning zone 30. In this short period of time, the losses by convective exchange with the ambient air are negligible.
  • the method of thermal conditioning of the rails which has been described for a railway renovation with replacement of the rails, also applies to a renovation of the track with replacement of the old rails, or for a first installation, or even for a thermal treatment of interview.

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  • Engineering & Computer Science (AREA)
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  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Thermal Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Heat Treatment Of Articles (AREA)
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Claims (10)

  1. Verfahren zum Blockieren einer Schiene (12) eines Gleises (2) mittels einer Eisenbahnmaschine (4), wobei:
    - die Eisenbahnmaschine (4) in einer Arbeitsrichtung (100) bewegt wird, sodass zu jedem Zeitpunkt ein Abschnitt der Schiene (12), der nicht an einer Schwelle (8, 10) des Gleises (2) befestigt ist, eine Zone (30) thermischer Konditionierung einer Vorrichtung (32) thermischer Konditionierung der Eisenbahnmaschine (4) durchläuft;
    - eine Temperatur eines Oberflächenbereichs des Schienenabschnitts, die die Zone (30) thermischer Konditionierung durchläuft, mittels der Vorrichtung (32) thermischer Konditionierung geändert wird, wobei eine inhomogene Temperaturverteilung in dem Schienenabschnitt erzeugt wird;
    dadurch gekennzeichnet, dass der Abschnitt der Schiene (12) auf einer Schwelle (10) des Gleises blockiert wird, nachdem die Temperatur des Oberflächenbereichs des Schienenabschnitts geändert worden ist, aber ohne zu warten, bis die Temperaturverteilung in dem Schienenabschnitt homogenisiert ist.
  2. Blockierverfahren nach Anspruch 1, dadurch gekennzeichnet, dass der Abschnitt der Schiene (12) auf der Schwelle (10) weniger als 50 Sekunden, vorzugsweise weniger als 30 Sekunden, nachdem der Abschnitt der Schiene (12) die Zone (30) thermischer Konditionierung verlassen hat, blockiert wird.
  3. Blockierverfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet, dass die Änderung der Temperatur eines Oberflächenbereichs des Schienenabschnitts, der die Zone (30) thermischer Konditionierung durchläuft, derart ist, dass die Durchschnittstemperatur des Schienenabschnitts bei dem Ausgang der Zone (30) thermischer Konditionierung gleich nahe +/- 5 °C, und vorzugsweise nahe +/-3 °C, und vorzugsweise nahe +/-2 °C, und vorzugsweise nahe +/-1 °C, und vorzugsweise genau, einer vorbestimmten Solltemperatur des Verlegeorts ist.
  4. Blockierverfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet, dass die Änderung der Temperatur eines Oberflächenbereichs des Schienenabschnitts, der die Zone (30) thermischer Konditionierung durchläuft, in einer Übertragung einer Wärmemenge resultiert, die gleich der Wärmemenge ist, die erforderlich ist, um den Schienenteilabschnitt, in adiabatischen Bedingungen, auf eine Homogenisierungstemperatur zu bringen, die gleich einer Temperatur innerhalb eines vorbestimmten Toleranzintervalls ist, vorzugsweise +/-5 °C, vorzugsweise +/-3 °C, vorzugsweise +/-2 °C, vorzugsweise um +/-1 °C herum, und vorzugsweise genau, einer vorbestimmten Solltemperatur ist.
  5. Blockierverfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet, dass der Abschnitt der Schiene (12), der die Zone (30) thermischer Konditionierung durchläuft, relativ zu der Schiene (2) angehoben ist.
  6. Blockierverfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet, dass der Abschnitt der Schiene (12), der die Zone (30) thermischer Konditionierung durchläuft, auf einer Schwelle (8, 10) der Schiene (2) ruht.
  7. Blockierverfahren nach einem der vorstehenden Ansprüche,
    dadurch gekennzeichnet, dass die Temperatur eines Oberflächenbereichs des Abschnitts der Schiene, der die Zone (30) thermischer Konditionierung durchläuft, durch Wärmeaustausch mit einer warmen oder kalten Wärmequelle, insbesondere durch Wärmestrahlung, Wärmeleitung und/oder Konvektion oder durch elektrischen Wechselstrom, der in dem Schienenabschnitt induziert oder erzeugt wird, geändert wird.
  8. Eisenbahnmaschine (4), aufweisend:
    - Zugmittel, die geeignet sind, die Eisenbahnmaschine (4) in einer Arbeitsrichtung (100) mit einer vorbestimmten Einsatzgeschwindigkeit von 500 m/Stunde zu bewegen;
    - mindestens eine Vorrichtung (32) thermischer Konditionierung, aufweisend mindestens eine Zone (30) thermischer Konditionierung, wobei die Zone thermischer Konditionierung angeordnet ist, sodass zu jedem Zeitpunkt, wenn die Eisenbahnmaschine (4) sich in der Arbeitsrichtung (100) mit der vorbestimmten Einsatzgeschwindigkeit bewegt, ein Abschnitt einer Schiene (12), der nicht an einer Schwelle (8, 10) befestigt ist, die Zone (30) thermischer Konditionierung durchläuft; wobei die Vorrichtung (32) thermischer Konditionierung geeignet ist, eine Temperatur eines Oberflächenbereichs des Abschnitts der Schiene, der die Zone (30) thermischer Konditionierung durchläuft, durch Erzeugen einer inhomogenen Temperaturverteilung in dem Schienenabschnitt zu ändern;
    - einen Blockierbereich (26) des Abschnitt der Schiene (12) auf einer Schwelle (10) des Gleises, der sich auf der Höhe eines Drehgestells (20) in der Arbeitsrichtung hinter der Zone (30) thermischer Konditionierung befindet,
    dadurch gekennzeichnet, dass der Blockierbereich (26) weniger als 5 Meter von der Zone thermischer Konditionierung positioniert ist.
  9. Eisenbahnmaschine (4) nach Anspruch 8, dadurch gekennzeichnet, dass die Vorrichtung thermischer Konditionierung dazu geeignet ist, dem Schienenabschnitt, der die Zone thermischer Konditionierung durchläuft, eine höhere Wärmemenge zuzuführen und/oder dazu geeignet ist, dem Schienenabschnitt, der die Zone thermischer Konditionierung durchläuft, eine höhere Wärmemenge zu entziehen, die ausreicht, um die Durchschnittstemperatur des Schienenabschnitts, für eine UIC60-Schiene, um mindestens 5 °C zu erhöhen und/oder zu senken, wenn die Eisenbahnmaschine sich in der Arbeitsrichtung mit der vorbestimmten Einsatzgeschwindigkeit fortbewegt.
  10. Eisenbahnmaschine (4) nach einem der Ansprüche 8 bis 9,
    dadurch gekennzeichnet, dass die Eisenbahnmaschine Mittel zur Änderung der Temperatur eines Oberflächenbereichs des Schienenabschnitts, der die Zone (30) thermischer Konditionierung durchläuft, durch induzierten oder geleiteten elektrischen Wechselstrom in dem Schienenabschnitt oder durch Wärmeaustausch mit einer warmen oder kalten Wärmequelle, insbesondere durch Wärmestrahlung, Wärmeleitung und/oder Konvektion, aufweist.
EP19780250.7A 2018-10-02 2019-10-01 Verfahren zum befestigen einer schiene eines schienenstrangs mit thermischer konditionierung eines schienenabschnitts und zugehörige schienenmaschine Active EP3781744B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1859128A FR3086677B1 (fr) 2018-10-02 2018-10-02 Procede d’immobilisation d’un rail de voie ferree avec conditionnement thermique d’une portion de rail, et machine ferroviaire associee
PCT/EP2019/076658 WO2020070168A1 (fr) 2018-10-02 2019-10-01 Procédé d'immobilisation d'un rail de voie ferrée avec conditionnement thermique d'une portion de rail, et machine ferroviaire associée

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EP3781744A1 EP3781744A1 (de) 2021-02-24
EP3781744B1 true EP3781744B1 (de) 2024-01-03
EP3781744C0 EP3781744C0 (de) 2024-01-03

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US (1) US20210348246A1 (de)
EP (1) EP3781744B1 (de)
CN (1) CN112840081B (de)
AU (1) AU2019353974A1 (de)
CA (1) CA3114829A1 (de)
ES (1) ES2973327T3 (de)
FR (1) FR3086677B1 (de)
PL (1) PL3781744T3 (de)
WO (1) WO2020070168A1 (de)

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ES2973327T3 (es) 2024-06-19
FR3086677A1 (fr) 2020-04-03
PL3781744T3 (pl) 2024-04-08
WO2020070168A1 (fr) 2020-04-09
FR3086677B1 (fr) 2020-10-30
CA3114829A1 (fr) 2020-04-09
EP3781744C0 (de) 2024-01-03
EP3781744A1 (de) 2021-02-24
AU2019353974A1 (en) 2021-05-06
CN112840081B (zh) 2023-04-18
US20210348246A1 (en) 2021-11-11
CN112840081A (zh) 2021-05-25

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