GB1592881A - Thermal expansion shifting of rail - Google Patents

Thermal expansion shifting of rail Download PDF

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Publication number
GB1592881A
GB1592881A GB2857177A GB2857177A GB1592881A GB 1592881 A GB1592881 A GB 1592881A GB 2857177 A GB2857177 A GB 2857177A GB 2857177 A GB2857177 A GB 2857177A GB 1592881 A GB1592881 A GB 1592881A
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GB
United Kingdom
Prior art keywords
rail
rails
head
track
heat
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.)
Expired
Application number
GB2857177A
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.)
Canron Corp
Original Assignee
Canron Corp
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 Canron Corp filed Critical Canron Corp
Priority to GB2857177A priority Critical patent/GB1592881A/en
Publication of GB1592881A publication Critical patent/GB1592881A/en
Expired 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
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
    • E01B27/13—Packing sleepers, with or without concurrent work on the track
    • E01B27/16—Sleeper-tamping machines
    • E01B27/17—Sleeper-tamping machines combined with means for lifting, levelling or slewing the track
    • 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
    • E01B33/00—Machines or devices for shifting tracks, with or without lifting, e.g. for aligning track, for shifting excavator track
    • E01B33/02—Machines or devices for shifting tracks, with or without lifting, e.g. for aligning track, for shifting excavator track for slewing, i.e. transversely shifting, in steps
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/10—Track-lifting or-lining devices or methods
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/16—Guiding or measuring means, e.g. for alignment, canting, stepwise propagation

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Description

(54) THERMAL EXPANSION SHIFTING OF RAIL (71) We, CANRON CORP. formerly known as Canron, Inc., a company organized and existing under the laws of the State of New York, United States, whose full post office address is c/o Sullivan and Cromwell, 48 Wall Street, New York, New York 10005, United States, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed to be particularly described in and by the following statement: This invention relates to a method of raising or aligning rails of a railway track, and apparatus for carrying out that method.
Existing techniques for raising rails in situ to the correct level involve the use of damp- ing devices, magnets or rollers which engage the rail to raise the rail and associated ties after which ballast is tamped under the raised ties so that the rail remains in its raised position after removal of the lifting force.
The known techniques require intermittent operation or special allowances for circumventing joint bars in the rail (or anti-friction devices).
According to one aspect of the present invention there is provided a method of moving a rail in situ in a railway track to correct errors in the height or lateral position of the rail, comprising heating selected portions of the rail and thereby causing the rail to bend due to differential thermal expansion in such a direction that the errors are reduced, and constraining the rail in such a way that it cannot revert to its original shape after cooling.
Preferably the heating is effected by an induction heater.
Using this technique a rail and tie may be raised and ballast tamped under the tie so that when the rail cools and straightens it remains at the raised position.
According to another aspect of the invention there is provided a railway car having heating means, arranged to be positioned in close proximity to selected portions of a rail in order to cause the rail to bend due to differential thermal expansion, and means for constraining the rail so that it cannot revert to its original shape after cooling.
The car preferably incorporates means, such as a shadow board device, sensing errors automatically in height or alignment to derive a control signal effecting energisation of the heating means causing the rail to arc or bend in a sense to reduce the error.
An embodiment of the present invention will now be described by way of example, with reference to the drawings accompanying the provisional specification, in which: Figure 1 is a schematic diagram of a rail raising machine according to the invention; Figure 2 is a schematic diagram illustrating how the rail raising machine is used in raising a rail; Figure 3 is a sectional view of an induction heater forming part of the machine of Figure 1, the induction heater shown in operation on a rail head; and Figure 4 is a sectional view of a modified induction heater shown in operation on a rail, the modified induction heater forming part of a rail aligning, rather than raising, machine.
With reference to Figure 1, the rail raising machine 10 comprises a car 11 having two pairs of wheels 12 for carrying the car along a pair of rails 13, the pairs of wheels being spaced a considerable distance in the axial direction of the rails.
Proximate one pair of wheels 12 there is provided a transmitter 15 which may be a light source (or radio transmitter) and proximate the other pair of wheels there is provided a receiver 16 aligned to receive a narrow parallel beam of radiation from the transmitter. (See Figure 2).
The car 11 also carries an electric generator 17 driven by the engine 18 of the car and an inverter 19 which is supplied with power from the generator 17. The car 11 also carries an amplifier 21 which receives the output from the receiver 16 to provide an amplified control signal which is applied to the inverter 19.
A carriage 22 is mounted between the two pairs of wheels 12 on the rails 13 by means of two pairs of wheels 23. The carriage 22 is fixed relative to the car 11 in the axial direction of the rails 13 but is independently suspended so that it is movable vertically with respect to the car 11.
The carriage 22 carries a shadow board 24 which projects vertically and is calibrated so that when the rails 13 are completely level, i.e. when the wheels 23 and the wheels 12 are at the same height, the top of the shadow board just blocks the beam of radiation from the transmitter to the receiver.
The carriage 22 also carries an induction heater 26 which is supplied by high frequency power from the inverter 19. With reference to Figure 3, the induction heater comprises a laminated core 27 and a coil 28. The core defines a gap 29 dimensioned to receive the head 30 of a rail 13 in close proximity to the core 27.
In operation, if the carriage 22 "detects" a low point on the rail as the car 11 is passed along the track, the shadow board drops to permit radiation from the transmitter 15 to be received in the receiver. The inverter 19 is fed with a control signal via amplifier 21 causing h.f. power to be supplied to the coil 28 of the induction heater. As the head of the rail closes the magnetic circuit established by power flowing in the coil 28, induced currents in the rail head 30 causes the rail head to heat up and expand. As only the head is heated only the head expands, the effect being that the rail 13 arches upwardly until the shadow board once more interrupts the light beam at which current to the induction heater 26 is shut off and heating and expansion stops. Preferably there are two induction heaters, one for each rail.
While the rails 13 are in their hot arched state, ballast is tamped under the raised rail ties to retain the track in the raised position even after cooling. This is done by a tamping mechanism (Figure 1, dotted lines) which is positioned close to the heater 26.
A similar shadow board technique to de tect when the spacing of a rail from a centre line is incorrect is known and this will not be described in detail. Suffice it to say that a control signal can be derived when the rail is out of line. Thus a lining machine similar to that shown in Figure 1 but modi fied to detect lateral error, rather than ver tical error, and to correct that lateral error can be conceived. The induction heater in this case, will take the form shown in Figure 4. Here, a magnetic gap 29' is provided by a core 27' and coil 28 for reception of the left hand portion of the rail head 30 and in addition core 32 and coil 33 are provided, the core being closely spaced with respect to the left hand flange 34 which thus forms with the core 32 a further magnetic circuit.
In operation, when the modified machine passes along a track and detects a rail out of line, movement of the shadow board permits radiation in the receiver. The inverter is fed with a control signal via the amplifier to supply power to the induction heater which heats the left hand side of the rail head and flange causing the rail to arc to the left.
Identical induction heaters on the right side of the rail would cause shifting to the right.
If heat is applied to the same side of both rails the entire track can be moved laterally. Heat is applied to the inside of one rail and to the outside of the other at corresponding longitudinal locations so that the track moves to one side.
It should be appreciated that the temperatures involved are not high enough to affect the properties of the steel rail.
Furthermore although the invention has been described as being incorporated in a shadow board detection device the scope of the invention is not limited to use with this type of prior detection device.
Moreover, the invention should not be limited to electrical induction heater as direct flame heating or other heating may be used as an alternative.
WHAT WE CLAIM IS:- 1. A method of moving a rail in situ in a railway track to correct errors in the height or lateral position of the rail, comprising heating selected portions of the rail and thereby causing the rail to bend due to differential thermal expansion in such a direction that the errors are reduced, and constraining the rail in such a way that it cannot revert to its original shape after cooling.
2. A method according to claim 1 in which the heat is applied only to the head of the rail whereby the rail bends upward.
3. A method according to claim 2, in which the bending rail raises the ties to which the rail is mounted and including the step of tamping ballast under the raised ties to retain the rail in the raised position after cooling.
4. A method according to claim 1, in which the heat is applied only to the heads of both rails of the track whereby the track including the ties to which the rails are mounted bends upward.
5. A method according to claim 4 including the step of tamping ballast under the raised ties to retain the rails in the raised position after cooling.
6. A method according to claim 1 in which the heat is applied to the inside of one rail and the outside of the other rail at corresponding longitudinal locations, whereby the track moves laterally to one side.
7. A railway car having heating means, arranged to be positioned in close proximity to selected portions of a rail in order to cause the rail to bend due to differential thermal expansion, and means for constrain
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (17)

**WARNING** start of CLMS field may overlap end of DESC **. is fixed relative to the car 11 in the axial direction of the rails 13 but is independently suspended so that it is movable vertically with respect to the car 11. The carriage 22 carries a shadow board 24 which projects vertically and is calibrated so that when the rails 13 are completely level, i.e. when the wheels 23 and the wheels 12 are at the same height, the top of the shadow board just blocks the beam of radiation from the transmitter to the receiver. The carriage 22 also carries an induction heater 26 which is supplied by high frequency power from the inverter 19. With reference to Figure 3, the induction heater comprises a laminated core 27 and a coil 28. The core defines a gap 29 dimensioned to receive the head 30 of a rail 13 in close proximity to the core 27. In operation, if the carriage 22 "detects" a low point on the rail as the car 11 is passed along the track, the shadow board drops to permit radiation from the transmitter 15 to be received in the receiver. The inverter 19 is fed with a control signal via amplifier 21 causing h.f. power to be supplied to the coil 28 of the induction heater. As the head of the rail closes the magnetic circuit established by power flowing in the coil 28, induced currents in the rail head 30 causes the rail head to heat up and expand. As only the head is heated only the head expands, the effect being that the rail 13 arches upwardly until the shadow board once more interrupts the light beam at which current to the induction heater 26 is shut off and heating and expansion stops. Preferably there are two induction heaters, one for each rail. While the rails 13 are in their hot arched state, ballast is tamped under the raised rail ties to retain the track in the raised position even after cooling. This is done by a tamping mechanism (Figure 1, dotted lines) which is positioned close to the heater 26. A similar shadow board technique to de tect when the spacing of a rail from a centre line is incorrect is known and this will not be described in detail. Suffice it to say that a control signal can be derived when the rail is out of line. Thus a lining machine similar to that shown in Figure 1 but modi fied to detect lateral error, rather than ver tical error, and to correct that lateral error can be conceived. The induction heater in this case, will take the form shown in Figure 4. Here, a magnetic gap 29' is provided by a core 27' and coil 28 for reception of the left hand portion of the rail head 30 and in addition core 32 and coil 33 are provided, the core being closely spaced with respect to the left hand flange 34 which thus forms with the core 32 a further magnetic circuit. In operation, when the modified machine passes along a track and detects a rail out of line, movement of the shadow board permits radiation in the receiver. The inverter is fed with a control signal via the amplifier to supply power to the induction heater which heats the left hand side of the rail head and flange causing the rail to arc to the left. Identical induction heaters on the right side of the rail would cause shifting to the right. If heat is applied to the same side of both rails the entire track can be moved laterally. Heat is applied to the inside of one rail and to the outside of the other at corresponding longitudinal locations so that the track moves to one side. It should be appreciated that the temperatures involved are not high enough to affect the properties of the steel rail. Furthermore although the invention has been described as being incorporated in a shadow board detection device the scope of the invention is not limited to use with this type of prior detection device. Moreover, the invention should not be limited to electrical induction heater as direct flame heating or other heating may be used as an alternative. WHAT WE CLAIM IS:-
1. A method of moving a rail in situ in a railway track to correct errors in the height or lateral position of the rail, comprising heating selected portions of the rail and thereby causing the rail to bend due to differential thermal expansion in such a direction that the errors are reduced, and constraining the rail in such a way that it cannot revert to its original shape after cooling.
2. A method according to claim 1 in which the heat is applied only to the head of the rail whereby the rail bends upward.
3. A method according to claim 2, in which the bending rail raises the ties to which the rail is mounted and including the step of tamping ballast under the raised ties to retain the rail in the raised position after cooling.
4. A method according to claim 1, in which the heat is applied only to the heads of both rails of the track whereby the track including the ties to which the rails are mounted bends upward.
5. A method according to claim 4 including the step of tamping ballast under the raised ties to retain the rails in the raised position after cooling.
6. A method according to claim 1 in which the heat is applied to the inside of one rail and the outside of the other rail at corresponding longitudinal locations, whereby the track moves laterally to one side.
7. A railway car having heating means, arranged to be positioned in close proximity to selected portions of a rail in order to cause the rail to bend due to differential thermal expansion, and means for constrain
ing the rail so that it cannot revert to its original shape after cooling.
8. A railway car according to claim 7 in which the heating means is arranged to heat only the head of the rail whereby the rail bends upward.
9. A railway car according to claim 8, in which the constraining means includes tamping means for tamping ballast under ties raised by the upward bending rail.
10. A railway car according to daim 8, including further heating means arranged to heat only the head of the other rail whereby both rails bend upward and carry ties to which the rails are mounted with them.
11. A railway car according to claim 10, in which the constraining means includes tamping means for tamping ballast under the ties raised by the upward bending rails.
12. A railway car according to claim 7, in whch the heating means is arranged to heat only the inside of one rail and including further heating means arranged to heat only the outside of the other rail, the two heating means being located at substantially the same longitudinal position.
13. A railway car according to any of claim 7--12, in which the heating means is an induction heater(s).
14. A railway car according to any of claims 7-13, including means measuring errors in the height or alignment of the track and means energising the heating means in dependence on the errors measured so as to reduce the errors.
15. A railway car according to claim 15 in which the error measuring means includes a radiation source and a shadowboard.
16. A method of moving a rail substantially as described hereinbefore with reference to the accompanying drawings.
17. A railway car for moving a rail by differential thermal expansion substantially as described hereinbefore with reference to the accompanying drawings.
GB2857177A 1978-04-06 1978-04-06 Thermal expansion shifting of rail Expired GB1592881A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB2857177A GB1592881A (en) 1978-04-06 1978-04-06 Thermal expansion shifting of rail

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB2857177A GB1592881A (en) 1978-04-06 1978-04-06 Thermal expansion shifting of rail

Publications (1)

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GB1592881A true GB1592881A (en) 1981-07-08

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0466652A1 (en) * 1990-07-13 1992-01-15 Scheuchzer S.A. Apparatus for the neutralisation of new railway rails
EP0466651A1 (en) * 1990-07-13 1992-01-15 Scheuchzer S.A. Apparatus for exchanging railway rails
EP0668398A1 (en) * 1994-02-18 1995-08-23 Speno International S.A. Device for reshaping railway rails
CN101956346A (en) * 2010-03-26 2011-01-26 孟祥厚 Induction heating device used for rail heat treatment

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0466652A1 (en) * 1990-07-13 1992-01-15 Scheuchzer S.A. Apparatus for the neutralisation of new railway rails
EP0466651A1 (en) * 1990-07-13 1992-01-15 Scheuchzer S.A. Apparatus for exchanging railway rails
EP0467833A1 (en) * 1990-07-13 1992-01-22 Scheuchzer S.A. Method for the neutralising of railway rails in-situ
EP0668398A1 (en) * 1994-02-18 1995-08-23 Speno International S.A. Device for reshaping railway rails
US5566437A (en) * 1994-02-18 1996-10-22 Speno International Sa Installation for the reprofiling of tracks carried out on a railway line
CN101956346A (en) * 2010-03-26 2011-01-26 孟祥厚 Induction heating device used for rail heat treatment

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PS Patent sealed
PCNP Patent ceased through non-payment of renewal fee