EP0501183B1 - Vorrichtung zur Wiederprofilierung von Eisenbahnschienen - Google Patents

Vorrichtung zur Wiederprofilierung von Eisenbahnschienen Download PDF

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Publication number
EP0501183B1
EP0501183B1 EP92101786A EP92101786A EP0501183B1 EP 0501183 B1 EP0501183 B1 EP 0501183B1 EP 92101786 A EP92101786 A EP 92101786A EP 92101786 A EP92101786 A EP 92101786A EP 0501183 B1 EP0501183 B1 EP 0501183B1
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EP
European Patent Office
Prior art keywords
rail
grinding
support
fact
frame
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Expired - Lifetime
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EP92101786A
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English (en)
French (fr)
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EP0501183A1 (de
Inventor
Romolo Panetti
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Speno International SA
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Speno International SA
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    • 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
    • E01B31/12—Removing metal from rails, rail joints, or baseplates, e.g. for deburring welds, reconditioning worn rails
    • E01B31/17—Removing metal from rails, rail joints, or baseplates, e.g. for deburring welds, reconditioning worn rails by grinding

Definitions

  • the present invention relates to the rectification and more particularly to the final polishing of the rails of a railroad track by grinding and / or reprofiling of the rails of a railroad track and in particular in the tight curves thereof.
  • GB-A-1,151,010 a device for the reprofiling of the mushroom of at least one rail comprising a support carrying at least one grinding unit, having at least one grinding wheel driven in rotation by a motor and means for axial displacement of this grinding wheel to apply it against a generator of the rail head and thus compensating for its wear.
  • a problem which arises for rail reprofiling machines is to be able, with the same wheel, to grind the internal leave, the rolling table and the external leave of the rail. This is especially essential when preparing rails for scaffolding. With existing machines, this can only be done with long manual adjustments and bulky grinding units, their axial stroke, parallel to the axis of rotation of the grinding wheel, must be large, finally these large axial strokes affect the precision of grinding.
  • Patent EP 0 145 919 describes a machine in which the grinding wheel (s) can pivot by a wide angle, of approximately 180 °, that is to say by a much greater angle than on previous machines, while avoiding that during its pivoting the grinding wheel does not conflict with obstacles it might encounter on the way, such as fishplates, lag screws, etc.
  • a change in the inclination of the grinding wheel is prevented from causing a significant correction of its axial position, parallel to its axis of rotation, to bring it back into contact with the rail.
  • the grinding units are mounted on carriages or chassis suspended under a railway vehicle and rest on one of the rails by guide rollers.
  • the grinding reference plane is defined by the running surface of the working rail and not by the plane of the track.
  • the plane of the tread table thereof is modified so that the reprofiling of the rail is carried out on the basis of an imprecise reference plane.
  • pivoting grinding units comprising a motor driving two rotating grinding wheels, the height of these units requires a large available space under the rail vehicle and it becomes difficult to accommodate trolleys under it. guide.
  • the reprofiling device described in patent CH 675,440 overcomes this drawback by mounting the grinding units on the chassis of a railway vehicle comprising a two-wheeled axle at one of its ends and articulated around an axis parallel to the longitudinal axis of the track at its other end on a rigid frame having two wheels. In this way the chassis is guided by the track and defines a reference plane parallel to the track plane.
  • All the above-mentioned devices use grinding wheels whose working face is flat and which therefore leave longitudinal facets after grinding on the rail head.
  • the use of lapidary grindstones creates grooves, transverse to the rail. These facets and these streaks during high power grinding can be significant and negatively influence the fatigue strength of the rail.
  • Grinding devices are also known as described in the patents DE-26 12 174 (cf. preamble to claim 1) and DE-26 12 173 in which the grinding units are pivotally mounted on a frame itself mounted so as to move vertically relative to a trolley rolling on the track.
  • This carriage is extendable laterally and comprises means tending to move it apart so that its flanged wheels are always applied against the inner flank of the rail to guide this carriage along the track.
  • This device comprises, unlike the previous one, grinding wheels of form reprofiling a relatively long length of the perimeter of the profile of the rail head and not only a straight facet of small width thereof.
  • the bearing force will be equal and opposite to that exerted on the outer rail, increased by the component of the weight of the corresponding carriage, therefore this bearing force is very high.
  • the rails are laid with an overlap of 15 to 35 mm depending on the networks and the rolling stock.
  • the axis of the grinding wheel is offset by a value equal to the deflection between the rollers of the carriage increased the gauge of the track. This significant offset from the axis of the grinding wheel results in a lowering of the lower angle of the grinding wheel which can go up to 50 mm and more for a grinding wheel inclined at 45 °. This is not acceptable because the grinding wheel interferes in particular with the fasteners of the rail leading to ruptures of grinding wheels.
  • the carriages extendable transversely must exert on the flanges of the wheels a very high spacing force to compensate for the cant components of the weight of the carriage in its entirety, as well as the weight of the grinding units and the grinding support forces. Due to this high spacing force, derailments of the carriages are frequent, particularly when the rails exhibit chamfering wear.
  • the object of the present invention is to produce a device for reprofiling the rails of a railroad track in which the guide of the grinding units with respect to the rail is very precise using simple means and which also eliminates any risk of derailment of the carriage.
  • the present invention naturally obviates all the aforementioned drawbacks and makes it possible to obtain perfect reprofiling.
  • the subject of the present invention is a device for grinding the surface of the head of at least one rail of a railway track comprising a rigid frame connected to the chassis of a railway vehicle, by lifting means for walking up and down. -foot of the vehicle; this frame being guided along the track; device comprising at least one grinding unit formed by an assembly of at least one grinding wheel, driven in rotation by a motor, each assembly constituting a grinding unit being mounted on a corresponding support in a linearly movable manner so as to bring the distance or distance wheel surface grinding wheel; and in which the axis of each grinding wheel is situated in a plane perpendicular to the longitudinal axis of the rail; characterized in that each support is mounted independently on the frame by means of translation allowing this support to move relative to the frame transversely to the rail; and by the fact that each support comprises at least one support roller and support means, connecting this support to the frame and tending to apply this support roller against one of the sides of the rail in the immediate vicinity of the corresponding grinding unit.
  • Figure 1 schematically illustrates the positioning of a shaped wheel relative to the rail.
  • Figure 2 schematically illustrates the positioning of two grinding wheels relative to the rail.
  • Figure 3 is an elevational view of a first embodiment of the device according to the invention.
  • FIG. 4 is a top view of the device illustrated in FIG. 3.
  • Figure 5 is an elevation of a second embodiment of the device.
  • Figure 6 is a variant of a guide roller of the device.
  • Figure 7 is an elevation of a third embodiment of the device.
  • FIG. 8 is a top view of the device illustrated in FIG. 7.
  • Figure 9 is an elevation of a fourth embodiment of the device.
  • FIG. 10 is a sectional view of the device illustrated in FIG. 9.
  • FIG. 11 is a top view of one of the devices illustrated in FIGS. 9 and 10.
  • Figure 12 is a side elevation of the device as illustrated in Figures 3 and 4 mounted under a rail vehicle.
  • Figures 13 and 14 illustrate a detail of a grinding unit provided with a grinding wheel grinding tool.
  • Figures 15 and 16 illustrate a variant of the reshaping device.
  • the licensee designed that it was necessary to make a pass for finishing or polishing the rail. with a special polishing unit, whose grinding wheel is a shaped grinding wheel, therefore in contact with a large and therefore curved portion of the surface of the rail head. It is also necessary that this shaped wheel has a constant off-center such that the normal to the radius connecting the axis of the wheel to each of its points of contact with the rail is parallel to the axis of the rail. In doing so, the facets and transverse ridges have been eliminated and by constant off-centering, i.e. precise positioning of the grinding wheel relative to the rail and no longer relative to the track, it is possible to avoid any deterioration of the shaped grinding wheel. and to ensure an unequaled precision in the reprofiling of the rail head.
  • Figure 1 schematically illustrates this concept.
  • the rail 1 with its cross section 1a defining the perimeter P of the mushroom 2 of the rail 1.
  • the grinding wheel of shape 3 whose active grinding face has a shape corresponding to that of the portion of the perimeter P to be polished .
  • This grinding wheel 3 is positioned relative to the rail 1 so as to be offset from the longitudinal plane of the rail, the axis 4 of the grinding wheel not intersecting the rail 1.
  • the axis 4 of the grinding wheel 3 is included in a plane T perpendicular to the longitudinal plane of rail 1 so that the contact line between the head 2 of the rail 1 and the grinding wheel 3 is included in this plane T perpendicular to the longitudinal axis of the rail 1. It is understood that to guarantee such positioning of the grinding wheel of form 3 relative to rail 1, very precise guiding of the grinding wheel is required relative to rail 1.
  • FIG. 2 shows the principle of this guidance by a roller 5 journalled on an axis 6 secured to the support 7 of the grinding wheel.
  • FIG. 2 also schematically illustrates the use of two grinding wheels of form 3.3a each machining a part (A-B; C-D) of the perimeter P of the head 2 of the rail 1, parts which moreover overlap over a certain length (C-B).
  • the wheels 3.3a are thus guided directly by the rail using the roller 5, this roller also being located in the immediate vicinity of the wheels in the longitudinal direction of the rail, the theoretical optimum being to accommodate this roller in the plane containing the axis of the grinding wheel.
  • All the embodiments of the device for polishing or finishing the reprofiling of the head of a rail of a railroad track illustrated comprise a frame 10 mechanically connected to the chassis of a rail vehicle by lifting means for walking up. -foot which are not illustrated in this embodiment.
  • This frame 10 can be either directly connected to the chassis of the rail vehicle, or connected to this vehicle by means of a trolley, intended to roll along the track, towed by the rail vehicle, trolley which is raised in its entirety. , therefore with the frame 10, by said lifting means.
  • means are provided for defining the low service position of the frame relative to the rail.
  • These means can be either rollers without a flange pivoted on the frame 10 and intended to roll on the surface of the rail or a lower end-of-travel stop limiting the vertical downward movement of the frame 10 relative to the vehicle chassis.
  • the polishing device is always connected to a railway vehicle either directly using lifting means or indirectly by being integral with a trolley rolling on the track, towed by the railway vehicle and which is also connected to it by means of lifting for the walk high-foot of the railway vehicle.
  • the rail vehicle is not illustrated, nor the possible trolley, only the frame 10 is shown, frame which as we saw above is guided along the railway track either by the railway vehicle of which it is a part or by the trolley rolling on the track of which it is integral.
  • the first embodiment illustrated in FIGS. 3 and 4 comprises at least one polishing unit, here two, each formed by a set of at least one lapidary wheel of shape 11 driven in rotation by a motor 12.
  • These polishing units 11,12 are mounted on a support 13 in a linearly displaceable manner in order to allow the grinding wheel 11 to be brought closer and further away from the surface of the rail 1 or of its head 2 whose surface is to be polished.
  • the active part A of the front surface of the lapidary wheel of form 11 has a shape corresponding exactly to that which it is desired to give to the part of the perimeter P of the head of the rail 1 with which it comes into contact.
  • the means making it possible to move the polishing unit 11, 12 linearly in the direction of the rail 1 are constituted by two double-acting cylinders, the cylinders 14 of which are integral with the engine 12 while the pistons (not shown) are integral with rods 15 rigidly fixed over the lengths of the support 13.
  • the support 13 is connected to the frame 10 by four connecting rods 16 articulated on the support 13 at one of their ends and on the frame 10 at their other end along axes extending parallel to the longitudinal axis of the support 13 and therefore substantially parallel to the longitudinal axis of the rail 1,2.
  • the assembly formed by the frame 10, the support 13 and the connecting rods 16 forms a deformable parallelogram allowing the support 13 to move in a transverse direction, ie perpendicular to the longitudinal axis of the rail.
  • This deformable parallelogram constitutes translation means allowing the support 13 to move relative to the frame 10 transversely relative to the rail, that is to say in a direction approximately perpendicular to the longitudinal axis of this rail 1,2 .
  • the support 13 comprises at least one support roller, here two support rollers 17, journalled idly on vertical axes, therefore perpendicular to the plane of the support. These support rollers are each associated with a polishing assembly 11, 12 and are located in the immediate vicinity of the axis of the corresponding grinding wheel 11.
  • these rollers 17 are intended to make contact against the internal flank of the head 2 of the rail 1 and therefore cannot always be situated in the same plane, perpendicular to the longitudinal axis of the rail, as the axis of rotation of the corresponding grinding wheel 11 which would be the optimal position to obtain the best guidance for this wheel. This could be achieved when the angle ⁇ is sufficient or else in an embodiment where the rollers 17 are intended to come into contact with the outer flank of the head 2 of the rail. However, such a solution is not always possible when there are obstacles outside the rail.
  • the support 13 is also connected to the frame 10 by two thrust jacks 18, the cylinder of which is articulated on uprights forming part of the frame 10 while the rod carrying the piston is articulated on the support 13.
  • These jacks 18 make it possible to maintain the rollers 17 applied against the side of the mushroom 2 of the rail 1 with a determined force.
  • the guiding of the support and therefore of the polishing units is carried out in an extremely precise manner, independently of the lateral oscillations of the vehicle or of the carriage and therefore of the frame 10. This guidance is also independent of the weight of any carriages and of the frame 10.
  • the support points of this guide are located in the immediate vicinity of the axis of the grinding wheels 11 so that the precision of the guide is effective both on the straight portions of the track and for curves or counter-curves thereof.
  • the distance separating the two support rollers 17 is very small compared to the radius of curvature of a curve of the railway track so that even in curve the position of the grinding wheels 11 relative to the rail 1,2 is always ensured with precision (some tenth of mm).
  • this precise guiding device it is possible to use lapidary shaped grinding wheels for polishing the rails and therefore to remove the grinding facets with a finishing pass, also to remove the transverse ridges by the position of the grinding wheels.
  • the axis of rotation of which is contained in a plane perpendicular to the longitudinal axis of the rail and to avoid any damage to the grinding wheels thanks to the precise guidance of the latter directly relative to the rail independently of the transverse movements of the vehicle or of the carriage. bearing and with reduced force, not dependent on the weight of the possible carriage and of the frame 10.
  • a second support 13 can be provided for carrying polishing units cooperating with the other rail of the track. This second support is then mounted in the same way as that described above on the frame 10, symmetrically with respect to the longitudinal axis of the track, ie to the longitudinal axis of this frame 10.
  • FIG. 5 illustrates a variant of the polishing unit in which the assembly or assemblies formed by a motor 12 and a lapidary wheel of shape 11 have an axis always included in a plane perpendicular to the longitudinal axis of the support 13, therefore rail 1.2, but inclined at an angle ⁇ (see Figure 1) relative to a vertical direction, perpendicular to the plane of the track.
  • Such an arrangement of the motor 12 - grinding wheel 11 assembly is particularly advantageous for the polishing of the entire running surface of the rail or even of a part of the external leave of the rail.
  • FIG. 6 shows a different embodiment of the support roller pivoted on the support 13.
  • the roller has the shape of a beveled disc 19 secured to an axis 20 pivoted on the support 13 by the intermediate ball bearings 21.
  • This arrangement of the support roller (s) is particularly advantageous because it makes it possible to obtain a reduced bulk on the inside of the rail.
  • the polishing device comprises a frame and two polishing units mounted on a support which, due to its connection to the frame in the form of a deformable parallelogram, undergoes a slight variation in height, ie a displacement in the vertical direction, when moved transversely to the rail. These variations in height are small and can easily be compensated for by the stroke of the jacks 14.
  • the frame 10 is provided with carrier blades 22 extending downwards, the lower end of which is provided with two calibrated holes.
  • the frame is provided with two carrying blades 22 at least arranged on either side of the support.
  • the support 13 is provided for a polishing unit comprising a single assembly grinding wheel 11 - motor 12 always mounted on this support by means of jacks 14.
  • This support 13 has here the general shape of a square frame provided with two spacers on which the rods of the jacks 14 are fixed. This support 13 also has two support rollers 17 intended to come into contact with the internal flank of the head 2 of the rail.
  • the frame 13 is provided with two rods or slides 23, respectively 24 on each of its lateral sides extending perpendicular to the longitudinal axis of the rail and sliding without play in the calibrated holes of the carrier blades 22.
  • the support 13 is movable transversely to the rail relative to the frame 10 in a straight line.
  • the ends of the two rods 24 are joined by a plate 25 on which the rod of the jack 18 is articulated which makes it possible to apply the rollers 17 against the internal flank of the head 2 of the rail.
  • the polishing device comprises a support 13 like that described with reference to FIGS. 3 and 4 connected to the frame 10 by connecting rods 16 and jacks 18 and having support rollers 17 coming into contact with the internal side of the head 2 of the rail.
  • the polishing unit comprises two grinding wheel 11 - motor 12 assemblies rigidly connected by lower yokes 27.
  • the carriage 13 also has upper yokes 26 integral with the yokes 27 of this support.
  • This polishing unit is provided with guide rollers 28 cooperating with guides 29 of the support 13 allowing a movement of the polishing unit in the direction of the rail relative to the support 13.
  • This movement of the grinding wheels in the direction of the rail is controlled by a central jack whose piston is integral with an upper rod 31 whose end is mounted sliding between the upper yokes 26 while the lower rod 32 of this central jack is articulated on the lower yokes 27.
  • Locking devices 33, 34 make it possible to immobilize the upper end of the rod 31 relative to the yokes 26. In operation, blocking devices 33, 34 are released, thus, when the two assemblies of the polishing unit are moved simultaneously towards the rail by the central jack 30 the bearing forces of the two grinding wheels 11 against the rail are balanced automatically.
  • the two grinding wheels 11 could be rotated from a single motor 12 by means of an adequate kinematic link, gear, belt, etc.
  • Figures 11 and 12 illustrate an embodiment in which the frame 10 of the polishing device is mounted directly on a rail vehicle V via the lifting means, here constituted by a double-acting cylinder whose cylinder 40 is secured to the vehicle V while the rod 41 carrying its piston is secured to the frame 10.
  • the lifting means here constituted by a double-acting cylinder whose cylinder 40 is secured to the vehicle V while the rod 41 carrying its piston is secured to the frame 10.
  • This frame 10 is therefore movable vertically relative to the vehicle V and is guided in its movements by the guides 42 integral with the vehicle V sliding in passages of the frame 10 provided for this purpose.
  • the stroke of the frame 10 relative to the vehicle V is limited both upwards and downwards, the frame 10 coming into contact with parts of the vehicle V constituting high 43 or low 44 end-of-travel stops respectively.
  • each frame 10 carries two supports 13 per rail file and each support 13 carries a polishing unit comprising two grinding wheel 11 - motor 12 assemblies. These supports 13 and their polishing units are as described with reference to FIGS. 9 and 10.
  • the support 13 can be provided with a tool for rectifying the shape of the grinding wheel 11.
  • FIG. 13 schematically illustrates such a tool for grinding the grinding wheel 11.
  • a double-acting cylinder 45 whose rod 46, actuated by the piston, is provided with a stop 48 and carries at its end a grinding tool 47, rotary or not, whose edge 49 corresponds to the shape desired of the active part A of the front face of the lapidary grinding wheel 11.
  • FIG. 14 illustrates a variant of this grinding wheel grinding tool in which the tool 47 is rigidly fixed to the support 13. In this case, to grind the grinding wheel it is advanced, when it is not in work , towards the tool 47 by the jacks 14 in advance of the polishing unit.
  • polishing device described can be envisaged, in particular it is possible by varying the inclination of the axis of the grinding wheel 11 - motor 12 assemblies, always situated in a plane perpendicular to the longitudinal axis of the rail, to polish all the parts of the head 2 of the rail, ie the running surface and the two leaves, internal and external.
  • one roller per grinding wheel is required, placed if possible in the plane perpendicular to the rail and containing the axis of the grinding wheel.
  • the size of the parts generally does not allow such an embodiment in practice.
  • the construction carried out comprises one roller per grinding wheel, located as close as possible to said plane.
  • a single roller for two wheels can also be conceivable, this roller is then located between the two wheels of a set with two polishing units.
  • the advance of the support cylinders must then be synchronized to ensure a displacement of the support 13 parallel to the axis of the frame 10.
  • the device is more particularly intended for fine grinding or polishing of the rail to remove any streaks and facets. This is why in these described devices, grinding wheels are used whose axis does not intersect the longitudinal axis of the rail.
  • FIGS. 15 and 16 illustrate such an application of the device according to the invention, similar to the device illustrated in FIGS. 3 and 4 but using a lapidary wheel with a flat front face for each reprofiling unit and in which the grinding units are also movable around an axis parallel to the longitudinal axis of the rail.
  • This lapidary wheel 51 has a flat working front face and is therefore capable of supporting heavy loads and therefore of performing, if necessary, intensive grinding of the fungus 2 of the rail 1.
  • the two grinding units 50, 51 are mounted on a cradle 52 by means of jacks 53 making it possible to move these units linearly relative to the cradle 52 parallel to the axis of the motor 50 and therefore perpendicular to the longitudinal axis of the rail.
  • the cradle 52 is formed of side members 52a and end plates 52b, plates 52b which are pivoted on the spurs 54 secured to a support 55.
  • Double-acting cylinders 56 connect the cradle 52 to the support 55 and make it possible to adjust and to position the cradle 52 angularly with respect to the support 55 and thus to determine the longitudinal zone of the head of the rail 2 on which the grinding wheel 51 will work.
  • the support 55 is connected as in the other embodiments to the frame 10 by connecting rods 16 and a jack 18 allows the rollers 17 of the support 55 to be applied against the internal blank of the rail.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Railway Tracks (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Ticket-Dispensing Machines (AREA)
  • Grinding Of Cylindrical And Plane Surfaces (AREA)
  • Finish Polishing, Edge Sharpening, And Grinding By Specific Grinding Devices (AREA)
  • Linear Motors (AREA)
  • Shaping By String And By Release Of Stress In Plastics And The Like (AREA)

Claims (11)

  1. Vorrichtung für das Polieren oder Schleifen der Schienenkopfoberfläche von zumindest einer Schiene (1, 2) eines Schienenweges mit einem starren Rahmen (10), der mit dem Fahrgestell eines Schienenfahrzeugs (V) durch Huborgane (40, 41) für Leerfahrt des Fahrzeugs verbunden ist, wobei der Rahmen entlang der Schiene geleitet wird und die Vorrichtung zumindest eine Schleifeinheit (11,12) umfasst, die durch einen Aufbau aus zumindest einer Schleifscheibe (11) gebildet wird, die durch einen Motor (12) in Drehbewegung versetzt wird, wobei jeder eine Schleifeinheit (11, 12) darstellende Aufbau linear verschiebbar so auf einen entsprechenden Schlitten (13) montiert ist, dass er die Schleifscheibe an die Oberfläche der zu schleifenden Schiene heranführt oder sie von dieser wegführt und die Achse jeder Schleifscheibe in der Vorrichtung in einer senkrecht zur Längsachse der Schiene (1, 2) verlaufenden Ebene angeordnet ist; dadurch gekennzeichnet, dass jeder Schlitten (13) unabhängig mit Organen (16) für geradlinige Bewegung auf den Rahmen (10) montiert ist, so dass sich dieser Schlitten (13) relativ zum Rahmen (10) in einer Richtung quer zur Schiene (1, 2) bewegen kann; und dass jeder Schlitten (13) zumindest eine Stützrolle (17) und Stützorgane (18) aufweist, die diesen Schlitten (13) mit dem Rahmen (10) verbinden und diese Stützrolle in unmittelbarer Nachbarschaft der entsprechenden Schleifeinheit (11, 12) gegen eine der Flanken der Schiene (1, 2) drücken.
  2. Vorrichtung gemäss Anspruch 1, dadurch gekennzeichnet, dass der Rahmen (10) mit einem auf dem Schienenweg rollenden Wagen verbunden ist und von einem Schienenfahrzeug (V) gezogen wird.
  3. Vorrichtung gemäss Anspruch 1, dadurch gekennzeichnet, dass der Rahmen (10) durch Hub- und Leitorgane (40 - 42) direkt mit dem Schienenfahrzeug (V) verbunden ist.
  4. Vorrichtung gemäss einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Schleifeinheit (11, 12) zumindest eine durch einen Motor (12) in Drehbewegung versetzte Schleifscheibe (11) umfasst.
  5. Vorrichtung gemäss einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die Schleifeinheit mehrere, aus je einer Schleifscheibe (11) und deren Antriebsmotor (12) bestehende Aufbauten umfasst.
  6. Vorrichtung gemäss Anspruch 5, dadurch gekennzeichnet, dass die Drehachsen der Schleifscheiben (11) aller Aufbauten (11, 12) parallel sind.
  7. Vorrichtung gemäss Anspruch 5, dadurch gekennzeichnet, dass die Drehachsen der Schleifscheiben (11) einen Winkel zueinander bilden, wobei die Bewegungsrichtung der Schleifeinheit (11, 12) in Richtung auf die Schiene (1, 2) innerhalb dieses Winkels liegt.
  8. Vorrichtung gemäss einem der voranstehenden Ansprüche, dadurch gekennzeichnet, dass sie ebenso viele Stützrollen (17) wie Schleifscheiben (11) aufweist.
  9. Vorrichtung gemäss einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass sie zwei Stützrollen (17) pro Schleifscheibe (11) aufweist.
  10. Vorrichtung gemäss einem der Ansprüche 8 oder 9, dadurch gekennzeichnet, dass die Schleifscheibe (11) eine Profilschleifscheibe ist und dass die Berührungslinie der Schleifscheibe (11) mit der Oberfläche der Schiene (1, 2) in einer zur Schienenlängsachse senkrechten Ebene liegt.
  11. Vorrichtung gemäss einem der Ansprüche 8 oder 9, dadurch gekennzeichnet, dass die Schleifscheibe (51) eine ebene Schleiffläche darbietet; dass die Schleifeinheit (50, 51) auf einem auf dem Schlitten (55) um eine zur Längsachse der Schiene (1, 2) parallelen Achse schwenkbaren Träger (52) angebracht ist; und dass Organe (56) vorgesehen sind, um den Arbeitswinkel dieses Trägers (52) relativ zum Schlitten (55) festzulegen.
EP92101786A 1991-03-01 1992-02-04 Vorrichtung zur Wiederprofilierung von Eisenbahnschienen Expired - Lifetime EP0501183B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH652/91A CH685129A5 (fr) 1991-03-01 1991-03-01 Dispositif pour le reprofilage des rails d'une voie ferrée.
CH652/91 1991-03-01

Publications (2)

Publication Number Publication Date
EP0501183A1 EP0501183A1 (de) 1992-09-02
EP0501183B1 true EP0501183B1 (de) 1995-03-29

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EP92101786A Expired - Lifetime EP0501183B1 (de) 1991-03-01 1992-02-04 Vorrichtung zur Wiederprofilierung von Eisenbahnschienen

Country Status (11)

Country Link
US (1) US5265379A (de)
EP (1) EP0501183B1 (de)
JP (1) JPH05106203A (de)
AT (1) ATE120507T1 (de)
AU (1) AU650952B2 (de)
CA (1) CA2061787A1 (de)
CH (1) CH685129A5 (de)
DE (2) DE69201811T2 (de)
ES (1) ES2033639T1 (de)
GR (1) GR920300104T1 (de)
ZA (1) ZA921509B (de)

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2703083B1 (fr) * 1993-03-25 1995-06-23 Geismar Anc Ets L Machine de meulage de rails d'une voie ferree.
EP0835960A1 (de) * 1996-10-11 1998-04-15 Scheuchzer S.A. Abrichteinrichtung von Schleifscheiben zum Formschleifen von Schienenköpfen
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Also Published As

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ATE120507T1 (de) 1995-04-15
DE69201811T2 (de) 1995-09-28
US5265379A (en) 1993-11-30
GR920300104T1 (en) 1993-02-17
CH685129A5 (fr) 1995-03-31
AU650952B2 (en) 1994-07-07
DE501183T1 (de) 1992-12-17
JPH05106203A (ja) 1993-04-27
CA2061787A1 (en) 1992-09-02
AU1135592A (en) 1992-09-03
DE69201811D1 (de) 1995-05-04
EP0501183A1 (de) 1992-09-02
ZA921509B (en) 1992-10-28
ES2033639T1 (es) 1993-04-01

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