• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method of renewal of railroad tracks comprising, in particular, the removal of the old rail (A), the laying of the new rail (B) and the primary adjustment of the temperature of this new rail to a set value. (T1) at a point (C) located upstream and close to its attachment zone (F) on a crossbar (H), characterized in that the thermodynamic behavior of the intermediate section (R) of the new rail ( B) located between the primary temperature setting point (C) and the fixing zone (F) so that the temperature of the new rail (B) is homogeneous in its section to a recorded value (Tf) at the point of fixation (F).
    公开号:FR3020073A1
    申请号:FR1557163
    申请日:2015-07-27
    公开日:2015-10-23
    发明作者:Jorg Ganz
    申请人:Matisa Materiel Industriel SA；
    IPC主号:
    专利说明:

    [0001] The invention relates to a method for renewing railroad tracks and to a device for carrying it out. More specifically, the invention relates to an improvement in processes used continuously for the maintenance and / or renewal of railway tracks. DISCLOSURE OF THE INVENTION The conduct of railway renewal works is generally carried out by means of special trains known as "work" to replace, in whole or in part, old or worn rails, with or without change of sleepers.
    [0002] The removal of the old rail is carried out immediately before the installation of the sections of the new rail (on old or new sleepers) whose lengths can reach several hundred meters. However, the definitive fixing of the new rail on the sleepers by means of the fasteners necessitates the taking into account of the inevitable and future dimensional modifications of the rail and, in particular, of its elongation by expansion or of its retraction because of the numerous and important changes of the rail. temperature occurring over time. This is why, in practice, the rail is fixed by having previously adjusted its temperature to stabilize it at a predetermined value at a primary adjustment point located upstream and close to its fixing zone. the sleepers. More specifically, this so-called "pre-release" or "release" temperature is a commonly accepted temperature as an average value in the usual and predictable temperature range depending on the climate of the region where the route is to be renewed. These "release" temperatures of the rail can result either from heating or cooling, compared to the ambient temperature prevailing on the site at the time of fixing the new rails.
    [0003] The "pre-release" temperature results from the approach to the precise target temperature and therefore generally corresponds to a range close to the "release" temperature. This operation of "pre-release" or "release" of the rail makes it possible to anticipate its expansion or contraction, whatever the ambient temperature on the building site, and thus to limit the risks of loosening or subsequent breaking of the rail, . The heat input making it possible to reach and maintain this temperature is obtained, for example, by means of induction locally providing for the continuous heating of the rail, near and upstream of the fixing station, where are positioned complementary means of control and regulation of the temperature possibly coupled to the heating means. Such a renewal process and associated equipment, in particular, rail heating means are already described, in particular, in WO 2007/118977 which is cited here as a technological background.
    [0004] However, although the metal rail is capable of providing itself a good thermal conduction between the heat source and the fixing station where the temperature is measured and adjusted on the surface, it is necessary to reliably guarantee that the temperature at the heart of the rail and, in particular, in the center of the mushroom or the pad, also corresponds homogeneously to the "pre-release" or "release" temperature. For this purpose, tests were carried out in the laboratory by placing sensors within the material (steel) of the rail. The results of these tests allow, with sufficient reliability, a calculation of the time required to obtain, as a function of heat or cooling, a homogeneous temperature of the total section of the rail in a so-called "pre-release" range of values. "Or maintained at the precise value of" release "at the time of attachment of the rail. In addition, because of the size of the equipment and the size of the wagons of the "works" train, the distance between the position of the heating station and the fixing station (10 to 20 m) is sufficiently long for the heat losses are significant and / or that the environment or collateral factors adversely influence the set temperature of the rail at the time of its fixation. This is particularly the case when the "work" train is at a standstill or when idling or even when on the site environmental events occur (precipitation such as rain, snow, wind, etc.) likely to occur. to influence the temperature of the rail. In these conditions, because the temperature of the new rail can vary, its length is then substantially modified at the time of its final fixing on the cross. Consequently, and in a damaging manner, these factors are likely to result in internal and uncontrolled voltage deviations that may be seriously detrimental to the reliability and safety of the track, once the rail is over. secured to the sleepers. In addition, some "work" trains are unable to retreat to correct, by the primary adjustment means, a real temperature difference and setpoint, for example, following an unexpected stop of the train. These "work" trains are therefore supposed to set or maintain the set temperature in continuous work directly and immediately before the time of fixing the new rail. The invention aims to remedy these technical problems by ensuring controlled thermodynamic behavior of the rail and a more precise adjustment of its temperature at the point of attachment to the sleepers. This object is achieved by means of a method characterized in that it controls the thermodynamic behavior of the intermediate section of the new rail located between the primary temperature setting point and the fixing zone so that the temperature of the new rail is homogeneous in its section to a value recorded at the point of fixation. According to a first advantageous variant, the intermediate section is thermodynamically controlled by thermally insulating it from the external environment. Preferably, the intermediate section is isolated by means of at least one heat-insulated tunnel.
    [0005] According to a specific variant, the primary adjustment of the temperature is carried out while maintaining a temperature higher than the set value. According to another variant, a complementary heat treatment is carried out along the intermediate section to compensate for environmental thermal interactions. According to an advantageous characteristic, the temperature of the intermediate section is continuously measured over all or part of its length by means of at least one sensor coupled to a computer acting on the primary adjustment and / or the complementary heat treatment.
    [0006] According to a specific variant, the complementary heat treatment is carried out by means of a fluid (gas or liquid) thermodynamic. According to an advantageous characteristic of this variant, the thermodynamic fluid is sent under pressure in contact with the rail, for example, by projecting it on its lateral faces.
    [0007] According to another advantageous characteristic of this variant, the thermodynamic fluid is a heat transfer fluid projected on its faces of the rail. According to yet another variant of the method, the additional heat treatment is carried out by means of a flame coming into contact with the intermediate section of the rail.
    [0008] According to yet another variant, the complementary heat treatment is carried out by means of at least one induction system or else by combination of at least two of the above-mentioned variants. Preferably, the primary adjustment of the temperature of the intermediate section is achieved by heating by means of at least one induction system.
    [0009] Another object of the invention is a device for implementing the method as defined above.
    [0010] According to an advantageous characteristic, this device is characterized in that it comprises a system for controlling and managing the thermodynamic energy of the intermediate section of the new rail located between said primary adjustment means and the fixing zone, said system being intended to homogenize the temperature of the new rail to a set point at the point of attachment. According to another characteristic, the control and management system comprises complementary heat treatment means along said section to compensate for external environmental interactions. According to a first variant, the system comprises at least one temperature sensor disposed on the intermediate section, which is coupled to a computer acting on the primary adjustment means and / or on the additional heat treatment means. Preferably, the control and management system comprises three temperature sensors arranged, respectively, at the level of the primary adjustment means, along the section and at the level of the attachment zone. According to another variant, the heat treatment means complementary to the intermediate section comprise at least one heat-insulated tunnel. According to yet another variant of the device, the heat treatment means complementary to the section comprise a heating element operating in one or more of the modes chosen from induction heating, heating by heat transfer fluid or heating by contact with a flame. According to an alternative variant, the heat treatment means complementary to the section comprise a cooling member. Thanks to the different variants of the method of the invention, it is possible to improve the renewal of the railway by a more reliable positioning of the new rails and ad hoc fixing on the sleepers while improving the preparation and adaptation of the track the potential dimensional variations of the rails as a function of the evolution of the environment and, in particular, the different climatic and / or weather conditions. BRIEF DESCRIPTION OF THE FIGURES Other features and advantages of the invention will emerge on reading the description which follows, with reference to the appended figures and detailed below. FIG. 1A represents a schematic view of a railroad renewal site according to the prior art. Figure 1B is a schematic detail view of the construction of Figure 1A. FIG. 2 represents a schematic view of a railroad renewal site according to an embodiment of the method of the invention. FIGS. 3A, 3B and 3C show schematic views of detail of various alternative embodiments of the device used for implementing the method of the invention. FIG. 4 represents a schematic sectional view of a variant of the device for implementing the method of the invention. Figure 5 is a block diagram of a thermodynamic control mode of the rail according to the method of the invention. For the sake of clarity, identical or similar elements are marked with identical reference signs throughout the figures.
    [0011] DETAILED DESCRIPTION OF EMBODIMENTS Naturally, the embodiments illustrated by the figures presented above are given by way of non-limiting examples. It is explicitly foreseen that we can combine these different modes and variants to propose others.
    [0012] FIG. 1A represents an overall view of a traditional railroad renewal site in which, by means of a work train T (represented partially), the former rails A (sector front) and the installation of the new rails B on the H-rails (rear sector). For the sake of clarity, it has been assumed here that the cross-pieces H and the ballast (not visible in the figures) are not replaced.
    [0013] The new rail B is placed and then progressively fixed on the sleepers H as the train progresses, as illustrated in FIG. 1. The front cars W1, W2 always roll on the old rail A while the wagons WT rear wheel drive on the new rail B. The WT central transport wagon providing the replacement of the rails comprises, in a traditional manner, mechanical means of lifting and supporting the rails and has a raised frame without rolling contact with the track ( figure 1). In order to avoid or limit the risk of interruptions or breakage of the track likely to be caused by the dimensional variations of the rails under the effect of more severe climatic or weather conditions, it is planned, in a traditional way, to proceed to the definitive fixing of the new rails on the sleepers by bringing these metal sections to a so-called average temperature of "pre-release" or "release" which leads to a given elongation or retraction of the rail. More specifically, these operations aim to anticipate and simulate the mechanical behavior of the constituent material of the rail as a function of temperature variations that may occur during its lifetime. For this purpose, the section of new rail is subjected, prior to its installation, to a primary adjustment of the temperature of this section to a setpoint value T1 at a point C located upstream and close to its fixing area F on one or more sleepers H. This setting may consist of a heating or a local cooling of the metal initially at the temperature TO, because the period of intervention on the building site is chosen, preferably, at a time when the ambient temperature is lower or, respectively, greater than the recorded temperature known as "pre-release" or "release". When it comes to making a heat input, it is achieved through heating means consisting, for example, of a thermal source or an induction system working upstream of the rail R section R on sleepers H (see Figure 1B). This thermal input to the rail B is transmitted, by conduction in the metal, to the fixing zone F of the rail B. Conversely, if the thermal adjustment of the rail may require its local cooling, use of air conditioning means or adapted ventilation.
    [0014] The retraction or subsequent elongation of the rail due, respectively, to its eventual cooling or heating after final immobilization (depending on the ambient temperature) is then managed by applying the assembly standards and respecting possible games imposed by the regulations. in force. As illustrated in FIG. 1B, the section of the rail B situated between the primary thermal control station C (heating or cooling) and the fixing station F is, in general, in the open air and is therefore subject to interactions with the climatic environment that are likely to lead to dimensional variations of the rail even before its final fixing on the crossbars H. To solve this problem, the method of the invention provides for performing a complementary heat treatment CC for to correct or maintain the temperature of the rail B on this intermediate section R to a homogeneous temperature recorded value Tf (so-called "pre-release" or "release" temperature), regardless of the length of this section and the factors external influence. For this purpose, the method is capable of being implemented according to different passive processing variants, consisting in thermally isolating this section and / or active treatment, consisting of compensating for losses or natural thermal heating as well as those caused by external agents (wind, rain, sun, FIG. 2 illustrates a first passive mode of implementation of the method of the invention in which the section R of rail B, pre-heated at the temperature T1 by the induction means C is then introduced into at least one insulated tunnel D which protects and insulates it thermally from the outside.
    [0015] In this tunnel which extends, continuously or discontinuously, to the fixing zone F, the temperature of the rail B remains stable around a value very close to the pre-release or release temperature Tf. FIGS. 3A to 3B illustrate active variants of implementation of the method in which an additional quantity of heat or cooling energy is provided to the rail B for compensating for thermal losses along the length of the section R. This thermodynamic modification (input or heat reduction) allows the rail B to maintain a temperature equal to or very close to the temperature Tf pre-release or release to the zone F. The primary temperature setting C is performed by providing a higher or lower temperature to the setpoint Tf to compensate for the time that passes between the thermodynamic input and the fixing F of the rail. In the case of additional heat energy, it is delivered by heating means CC identical or similar to the primary heating means C arranged upstream.
    [0016] The means CC thus make it possible to maintain or correct the temperature of the intermediate section R of the new rail B before the fixing area F. According to the invention, it is possible to combine these variants with that of FIG. additional heating means CC inside the insulated tunnel D.
    [0017] According to an alternative embodiment of the method of the invention illustrated in FIG. 4, the complementary heating CC is carried out by injecting a heat-transfer fluid S (gas or liquid) sent under pressure in contact with the rail B and preferably , projected on its lateral faces.
    [0018] Conversely, in the case where a cooling of the rail B is necessary, the tunnel D may be equipped with ventilation means and / or cooling means or air conditioning (heat pump, ...). Another variant, not shown, could be to pass the rail section R in a sealed conduit containing a liquid or a gas at constant temperature or a fluid whose temperature acts on that of the rail in the desired direction (in cooling or warming up). According to yet another variant not shown, it is possible to place burners near the rail, either in the open air, or inside a closed chamber 10 or semi-open in which the intermediate section R is heated in translation while in contact with the flames. A preferred embodiment of the method of the invention consists in continuously measuring the temperature Ti of the intermediate section over all or part of its length in order to control its thermodynamic behavior and to bring it to a predetermined release temperature Tf at the point of attachment F of the rail. For this purpose and as illustrated in FIG. 5, the method is implemented using, in particular, a system G for controlling and managing thermodynamic energy. The system G comprises at least one sensor and, here, three sensors arranged on the intermediate section R, which are coupled to a computer E (and / or a microprocessor) acting on the primary control means C and / or on the means additional heat treatment CC, whether passive or active. Thus, any variation with respect to the set temperature value Tf can be detected and corrected on the intermediate section R of the rail before the fixing zone F.
    [0019] In the variant shown in FIG. 5, provision is made to arrange a first sensor upstream of the primary adjustment means C to measure the initial temperature TO of the new rail B, a second intermediate sensor to measure the temperature Ti along the length R and a third sensor for measuring and confirming the release temperature Tf at the fixing point F. If necessary, the energy management system G will also comprise a sensor or a tachometer placed beyond the fixing zone F to determine the speed of advance of the train. This speed will be managed and / or controlled by the computer to better control the homogenization of the temperature along the section R. The set of measurements made by the various sensors is stored in the memory of the computer E and enriches the information contained in a database managed by the operator. As illustrated in FIG. 5, it is possible, according to the method of the invention, to implement the thermodynamic control of the section R jointly and simultaneously for the two parallel rails B of the same channel.
    权利要求:
    Claims (9)
    [0001]
    REVENDICATIONS1. Method for renewing railway tracks including, in particular, the removal of the old rail (A), the laying of the new rail (B) and the primary temperature adjustment (T1) of this new rail at a point (C) situated upstream and near its attachment zone (F) on a crossbar (H), characterized in that the thermodynamic behavior of the intermediate section (R) of the new rail (B) situated between the point (C) of primary setting of its temperature and the fixing zone (F) so that the temperature of the new rail (B) is homogeneous in its section to a recorded value (Tf) at the point of attachment (F).
    [0002]
    2. Method according to claim 1, characterized in that thermodynamically controls said intermediate section (R) by thermally insulating it from the outside environment.
    [0003]
    3. Method according to the preceding claim, characterized in that thermally isolates said section by means of at least one heat-insulated tunnel (D).
    [0004]
    4. Method according to one of the preceding claims, characterized in that the primary adjustment (C) of the temperature is performed by maintaining a temperature above the set value (Tf).
    [0005]
    5. Method according to one of the preceding claims, characterized in that carries out a complementary heat treatment (CC) along said intermediate section to compensate for environmental thermal interactions.
    [0006]
    6. Method according to the preceding claim, characterized in that continuously measuring the temperature of the intermediate section over all or part of its length by means of at least one sensor coupled to a computer acting on the primary adjustment (C) and or on the complementary heat treatment (CC).
    [0007]
    7. The method of claim 5 or 6, characterized in that said heat treatment (CC) is performed by means of a thermodynamic fluid (S).
    [0008]
    8. Method according to the preceding claim, characterized in that the thermodynamic fluid is sent under pressure in contact with the rail (B).
    [0009]
    9. Method according to the preceding claim, characterized in that the thermodynamic fluid (S) is a heat transfer fluid projected on the faces of the rail (B) .10. 11. A method according to claim 5, characterized in that said complementary heat treatment (CC) is carried out by means of a flame coming into contact with said intermediate section. of the rail. Method according to one of the preceding claims, characterized in that ensures the primary adjustment (C) of the intermediate section temperature by heating by means of at least one induction system. Device for the renewal of railways comprising means (C) for primary temperature control (T1) of the new rail (B) arranged upstream and close to its attachment zone (F) on a crossbar (H), characterized in that it further comprises a control and management system (G) of the thermodynamic energy of the intermediate section (R) of the new rail (B) located between said primary adjustment means (C) and the zone fixing device (F), said system (G) being intended to homogenize the temperature of the new rail (B) to a set value (Tf) at the point of attachment (F). Device according to claim 12, characterized in that said system (G) comprises complementary heat treatment means (CC) along said section (R) to compensate for external environmental interactions. Device according to claim 13, characterized in that said system (G) comprises at least one temperature sensor disposed on the intermediate section (R), which is coupled to a computer (E) acting on the primary adjustment means (C) and / or the complementary heat treatment means (CC). Device according to claim 14, characterized in that said system (G) comprises three temperature sensors arranged, respectively, at the level of the primary adjustment means (C), along the section (R) and at the level of the fixing zone (F). Device according to one of claims 13 to 15, characterized in that said complementary heat treatment means (CC) of the section (R) comprise at least one insulated tunnel (D). Device according to one of claims 13 to 16, characterized in that said complementary heat treatment means (CC) of the section (R) comprise a heating element operating in one or more of the modes chosen from induction heating, heating by heat transfer fluid or heating by contact with a flame. 18. Device according to one of claims 13 to 16, characterized in that said complementary heat treatment means (CC) of the section (R) comprise a cooling member.
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    法律状态:
    2016-07-22| PLSC| Search report ready|Effective date: 20160722 |
    2016-07-22| PLFP| Fee payment|Year of fee payment: 2 |
    2017-07-20| PLFP| Fee payment|Year of fee payment: 3 |
    2018-07-23| PLFP| Fee payment|Year of fee payment: 4 |
    2019-07-24| PLFP| Fee payment|Year of fee payment: 5 |
    2020-07-27| PLFP| Fee payment|Year of fee payment: 6 |
    2021-07-22| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1557163A|FR3020073B1|2015-07-27|2015-07-27|METHOD OF RENEWING RAILWAYS AND DEVICE FOR IMPLEMENTING SAID METHOD|FR1557163A| FR3020073B1|2015-07-27|2015-07-27|METHOD OF RENEWING RAILWAYS AND DEVICE FOR IMPLEMENTING SAID METHOD|
    US15/748,056| US10676873B2|2015-07-27|2016-07-26|Railroad renewal method and device for implementing said method|
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    PCT/IB2016/054438| WO2017017600A1|2015-07-27|2016-07-26|Railroad renewal method and device for implementing said method|
    CA2989746A| CA2989746C|2015-07-27|2016-07-26|Railroad renewal method and device for implementing said method|
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    AU2016298814A| AU2016298814C1|2015-07-27|2016-07-26|Railroad renewal method and device for implementing said method|
    ZA2018/00101A| ZA201800101B|2015-07-27|2018-01-05|Railroad renewal method and device for implementing said method|
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