hsg-2 grinding train
Axle loads, high speeds, load tonnage, heavy acceleration and heavy deceleration cause the contact between the wheel and the rail to produce rail defects such as head checks, corrugations and slip waves. Consequently, rails that have not been reprofiled have to be replaced far too early and at considerable expense. Our solution for standard-gauge routes: intelligent and preventive maintenance using the HSG-2.
High Speed Grinding (HSG) doesn't just remove minor and median rail defects; it prevents defects from forming and thus prolongs the rail's service life by up to 100%. Thanks to high operating speeds of up to 80 km/h, the HSG-2 is extremely flexible and can be scheduled to slot into any timetable without any track closures whatsoever or having to prepare the track in advance. The HSG-2's revolutionary technology allows up to 60 km of track to be ground non-stop. It produces virtually no sparks or dust during the operation and effectively reduces the noise emitted by rail traffic by 3 to 10 decibels.
To supplement to its purely rail-machining role, in the future the grinding train will also be a diagnostics vehicle. Equipped with measuring and testing technology, the HSG-2 will log the condition of a rail during every pass and in so doing compile a database for our revolutionary and highly efficient maintenance concept, Smart Maintenance.
As little as possible and as much as necessary thanks to intelligent maintenance planning and sophisticated technology, High Speed Grinding deliberately removes only a little of the valuable rail metal. The hardened surface layer is removed, which at the same time optimizes the rail's cross-sectional and longitudinal profiles.
The HSG-2 achieves this thanks to its special grinding wheels, which are arranged in rows and made to rotate across the rails by the train's forward motion. What is so special here is the infinitely variable adjustment of the angle of the grinding wheels, which enables them to be positioned at the exact angle required to achieve the desired results. And since they rotate passively and the hydraulically controlled grinding pressure is constantly monitored while the train is in operation, grinding defects such as periodic drag marks or bluing are ruled out right from the outset.
Especially efficient and safe: Four rows of grinding wheels are mounted in each of the HSG-2's revolving grinding units, allowing an easy change-over from used grinding wheels to new ones while the train is in operation. The replacement of used grinding wheels in the machine's interior is also quick and easy. The HSG-2 can machine up to 250 km of track non-stop in a single shift without a single member of the crew having to leave the train. And thanks to its modular construction, two grinding trains can be coupled together into a high-performance twin version.
Quick and safe The HSG-2 is the only grinding train in the world that can machine the rail profile at speeds of up to 80 km/h during normal railway operations and grind turnouts fitted with movable point frogs. Track closures and elaborate preparations are thus now a thing of the past. Thanks to the special positioning of the grinding units, switching equipment does not need to be dismantled in advance and the rails can be used for normal railway operations immediately after machining.
Clean, efficient and particularly suitable for use in tunnels The effective dual extraction system on either side of the grinding wheels collects the grinding dust produced and stores it in an integrated dust bunker. This bunker has a large storage capacity, so grinding 250 km of track in a single shift without emptying the bunker is no problem at all. What's more, the rotating grinding wheels produce comparatively few sparks.
Quiet and comfortable One of the main sources of rail noise is the rolling sound emitted by the wheels. The more corrugations or slip waves there are on the rail surface, the more noise is generated. This can even lead to annoyingly high-pitched squealing noises in the worst cases. High Speed Grinding smoothens out the rail, optimizing the wheel-rail contact and reducing the rail surface roughness that produces noise. Preventive rail maintenance using the HSG-2 improves rail acoustics considerably by up to 10 decibels. This results in distinctly quieter rail traffic, and the squealing sound typically heard after rails have been newly ground is also noticeably absent. And not only that: the machining itself is comparatively quiet, which in turn significantly minimizes the stress for passengers and residents in the area.
In addition to its role as a grinding train, in the future the HSG-2 will also serve as a diagnostics vehicle. The machine will be equipped with measuring and testing equipment that measures the longitudinal and cross-sectional profiles during each pass. The data collected forms the basis of our Smart Maintenance concept, the revolutionary maintenance planning app developed by Vossloh. Smart Maintenance allows you to control the maintenance of your network more easily and efficiently than ever before. Find out more about Smart Maintenance.
High speed lines (up to 350 km/h)ShanghaiBeijing (first rail line in China with speeds over 300 km/h)CologneFrankfurt (first rail line in Germany with speeds over 300 km/h)Lanzhou-Xinjiang Line (high-altitude mountain route in China up to 3600 meters a.s.l) Gotthard Base Tunnel (world's longest rail traffic tunnel)Berlin-Munich VDE 8.2 (first ETCS line in Germany)HSL Zuid
Grinding wheels: 96 in use at any one timeOperating speed: 6080 km/hTransit speed: up to 120 km/hOutput per shift: up to 250 kmRail roughness: Ra < 10 mProcess parameter documentationRemoval of corrugations and slip waves Recommended for machining "Specially Monitored Tracks", e.g. in residential areasOfficially recommended by the Chinese ministry responsible for the maintenance of high-speed rail lines.
rail grinding | loram
Necessary cookies are absolutely essential for the website to function properly. This category only includes cookies that ensures basic functionalities and security features of the website. These cookies do not store any personal information.
Any cookies that may not be particularly necessary for the website to function and is used specifically to collect user personal data via analytics, ads, other embedded contents are termed as non-necessary cookies. It is mandatory to procure user consent prior to running these cookies on your website.
china automatic grinding machine, automatic grinding machine manufacturers, suppliers, price
China manufacturing industries are full of strong and consistent exporters. We are here to bring together China factories that supply manufacturing systems and machinery that are used by processing industries including but not limited to: grinding machine, grinder, polishing machine. Here we are going to show you some of the process equipments for sale that featured by our reliable suppliers and manufacturers, such as Automatic Grinding Machine. We will do everything we can just to keep every buyer updated with this highly competitive industry & factory and its latest trends. Whether you are for group or individual sourcing, we will provide you with the latest technology and the comprehensive data of Chinese suppliers like Automatic Grinding Machine factory list to enhance your sourcing performance in the business line of manufacturing & processing machinery.
rail milling machines on the mtr - checkerboard hill
Since the early 20th century rail grinders have been used to improve the ride of trains using the track. They use grinding wheels to remove metal from the rails, restoring the profile and removing irregularities from worn tracks to extend their life.
However the past few years a new technology has become prevalent rail milling. These machines mill the rail head instead of grinding it, resulting in a more accurate profile and a higher quality processed surface.
Among the new maintenance vehicles, Dr Lee said the most notable were the two Rail Milling Trains purchased from Austria at a cost of about $72 million each. The new machines offer more advanced milling technology, higher cutting power and higher precision controlling the final profile of tracks. In addition, they need only one pass to finish a rail profile whereas the existing Rail Grinding Machines require five to eight passes.
The RMT it is designed to finish the process in one pass and re-profile 1km of rail in three hours, an over 40% increase in efficiency compared to existing grinding machines.
This frees up more time for other inspection and maintenance works.
More environmentally friendly due to less grinding action and over 90% of removed metal is collected for recycling.
The Austrian railhead profiling specialist will be unveiling its latest compact SF02T-FS rail milling train at InnoTrans 2014. This is one of a pair that the company is due to deliver to Hong Kongs MTR Corp in the spring of 2015.
The small-profile SF02T-FS has been designed for use on metros and narrow gauge railways, and is able to operate around curves as tight as 50 m radius, thanks to a purpose-developed articulation joint. A low-emission engine facilitates operation in tunnels, as does a cleaning process that ensures that neither milling chips nor grinding dust are left on the track. Similar models have previously been supplied to JR West and Seoul Metro.
Around 22 m long and weighing 84 tonnes, the SF02T-FS is carried on 700 mm diameter wheels, with a maximum axleload of 14 tonnes. It is able to travel between worksites at up to 60 km/h, and can cope with gradients as steep as 4%. When operating, the machining speed varies between 5 and 14 m/min, depending on the depth of cut. Power is provided by a 400 kW diesel engine, which supplies two 75 kW motors for the milling heads and two 33 kW grinding units.
According to Linsinger, the combination of milling and grinding enables the complete reprofiling of the railhead in one pass. The flexible cutting depth allows material removal of between 01 mm and 15 mm on the running surface and up to about 3 mm on the gauge corner. This ensures a high degree of accuracy in the longitudinal profile and cross section, as well as a high-quality finish to the rail surface.
Because the profiling is done without any high pressure, the company says this avoids any risk of changing the rails metallurgical structure. With no dust and sparks flying, the risk of a fire in the tunnel is reduced.
When the train was running between LOHAS Park Station and the entrance of Tseung Kwan O Depot, its engine suddenly caught fire. Staff on board put out the fire immediately and firemen were summoned to stand-by
At 0648 hours, the Rail Milling Train was hauled by other locomotives after Fire Services Department finished preliminary investigation. Various railway equipments including overhead lines, signalling, tracks and infrastructure inside the tunnel were checked thoroughly by MTR staff to ensure it was safe to reopen the line. During the course, single line traffic was maintained between Tseung Kwan O and LOHAS Park stations, until 0809 hours when normal operations were gradually resumed
The Rail Milling Train involved was originally purchased for South Island Line from the Austrian Linsinger and has served the #MTR since 2015. Professionals from the manufacturer will arrive Hong Kong in the next few days to investigate the root cause and follow up the maintenance work
Seeing your interest in the railways of Hong Kong, I have some additional news from the sector for you, in case you havent heard:
93 new trains to be built in China for Tsuen Wan, Kwun Tong, Island and Tseung Kwan O lines replacing Metro-Cammell M-Stock
Ma On Shan Line now operating exclusively with 8-car trains (mostly new build stock from China with 2 refreshed SP1900/1950) and automatic platform gates installed at all platforms; last 4-car ran on Christmas Eve 2017;
Running rails and overhead lines in tunnel linking Hin Keng Station to East Kowloon section of the East West Corridor (amalgamation of Ma On Shan and West Rail Lines plus Hin Keng extension and new East Kowloon section) completed
West Rail Line continuing with some 7-car trains but mostly 8-car now (all refreshed SP1900/1950)
7 North South Corridor trains delivered to Hong Kong, stabled across sidings and depots (quite a few at Lo Wu Marshalling Yard, some at Ho Tung Lau Depot, one was last seen at Sha Tin Stations former freight sidings)
East Rail Line diesel locomotives 59 and 62 seen dragging Metro-Cammell set to and from Fo Tan Freight Yard in this video likely as dress rehearsal for retirement (video is not mine, all credit to rightful owner mtr A383384): https://www.youtube.com/watch?v=UMa-Qyhxx3s
I also have an Instagram account (@legit_trainspotter) that focusses mainly on my travels around Hong Kong, and includes quite a few MTR (as the name suggests) pictures as well, although I havent been posting much lately due to my studies.
regular grinding is the key to long rail life - global railway review
Recent research has underlined the importance of maintaining rails with regular grinding. The behaviour of the railhead under load used to be an imperfectly understood subject. Research work has broadened the rail industrys knowledge; now, the question of how rail deteriorates over time and the way in which grinding can alleviate that is much better understood.
Thus years ago, grinding of the rail surface used to be undertaken to remove corrugations and ensure a smoother ride. The advent of harder steels in the rail manufacturing process made this less important, such that in the UK towards the end of the 1990s grinding had virtually ceased altogether.
What was not fully understood at the time was the importance of rolling contact fatigue, and the way in which a crack in the railhead could propagate its way into the rail web, precipitating a rail break. This is what happened with fatal consequences at Hatfield in the UK in October 2000, when a train derailed after a rail broke because of rolling contact fatigue.
This accident prompted the British railway industry to suffer what one prominent observer called a collective nervous breakdown: the infrastructure owner Railtrack went into liquidation and punctual working fell apart so badly that it is only now beginning to climb above pre-Hatfield levels.
The accident underlined the importance of rail grinding, as grinding takes away a tiny sliver of steel from the railhead, removing cracks before they have the opportunity to penetrate down into the rail web.
Railtracks successor, Network Rail, initiated a nationwide grinding programme, buying three high-capacity plain line grinding machines from Loram in the United States. Another American company, Harsco Track Technologies, supplied Network Rail with grinders for tackling switch and crossing work.
High production rail grinding machines are not well suited to grinding switches. The Model RGH20C Rail Grinder is designed specifically for this operation. It achieves this by carrying out multiple passes to ensure the correct profile and finish is reached. In the UK, multiple units have been coupled together to grind S&C and plain line.
The grinding carriage design allows the machine to address a wide range of grinding head angles even in partially obstructed areas. The grinding heads are specially designed to grind points, stock rails, frogs and close to guard rails. Grinding is effective from 0-75 degrees gauge side and 0-45 degrees field side of the rail.
A range of different size grinding stones can be used to suit customer specification. Typically 6 stones are used for S&C. There is an option designed to incorporate 11 thin rimmed stones to enable the grinding heads to get between the running rail and the check rail.
Other features of the machine include integral dusk collectors on each grinding car; adjustable gauge version available; easy operation; low noise levels; truck transportable; equipped with HTTs Jupiter Control System; up to 100kph (62mph) travel speed. Plus fully integrated onboard diagnostics designed to simplify maintenance and minimise downtime.
BWG GmbH & Co. KG, a member of the voestalpine group, has taken a big step towards the strategic expansion and growth in the field of services. The turnout company is convinced that especially the findings gained from turnout maintenance offer an excellent basis for the development of new turnouts and turnout components.
BWG has expanded their former service division and established the new BWG-Service branch to ensure with intelligent concepts and a good project management that tracks access time is kept at a minimum. Service is of ever growing importance in the system partnership around the turnout. With this new service a product highly demanded by the market is added to the value chain of BWG allowing to take advantage of a considerable growth potential.
Turnouts, especially in high-speed traffic, are subject to particular requirements and are exposed to high loads. Preventive and corrective grinding of the turnouts considerably reduces the risk of damage and prevents early replacement of major parts. Thus, professional turnout grinding cuts life cycle costs of the track noticeably. Each of these high-duty turnout grinding trains consists of two power units (locomotives) and a centre trailer with an overall length of approx. 42 meters and disposes of 20 grinding units each. Currently, both trains are mainly in service at Deutsche Bahn AG.
With the acquisition of two Harsco rail and turnout grinding trains C20, we succeeded in closing a gap in the area of machine-made maintenance and repair of turnouts. This decisively enlarges our scope of supplies in the field of services. Within the life cycle of a turnout, BWG holds yet another competence.
In North America, where freight trains are many times heavier than those common in Europe, the importance of rail grinding was more readily accepted. This was due to the effects of heavy trains on curves in the track: the up rail in curves is not much affected, but the profile of the down rail can become badly distorted and grinding can help restore the profile.
It has come to be understood that grinding can deal with multiple defects. Typical problems encountered on all railroads include shelling, spalling, side wear, plastic flow, dipped welds, corrugation and fatigue as well as unique challenges of noise control and ride quality says grinding manufacturer Loram. Rail grinding is considered the single most effective maintenance practice to control the effects of rolling contact fatigue, restore profile and maximise value from the rail asset.
Research in North America has indicated that rail life can be extended by several years with a regular grinding programme. On that continent there is a small fleet of massive machines, with up to 96 grinding stones, toning the quality of track on heavy freight lines. The bigger the machine, the quicker the work: thus one of the biggest machines might tackle a curve in three passes (an inspection pass and a couple of grinding passes), a smaller machine might have to make several passes to achieve the same result.
With operating costs of around US$20,000 a day, it is obviously important to get maximum productivity out of grinding machines. Comprehensive data on rail condition can help make the process more efficient. One American company, Advanced Rail Management (ARM), specialises in this area, using optical rail measurement. Optical rail measurement is crucial in providing quality control through pre-grinding and post grinding measurements that determine metal-removal rates and ensure that the desired profiles are in place says ARM.
Hi-rail vehicles collect optical rail measurements at speeds of up to 55km/h. Trained operators capture the data and use it, along with other information, to create a track database. Software then plots the vertical and gauge-face wear, the percentage of head loss and other parameters.
ARMs staff then analyse rail and wheel conditions and, based on that, they recommend and design rail profiles that match a systems operating and wheel conditions. A grinding plan is developed using the information gathered by field inspectors and sample wheel measurements. ARM then manages the entire grinding operation.
A faster grinding speed obviously means more track can be covered in a day. Speeds have increased in recent years, but given the friction involved there are inevitably limits to machine speed when actively grinding, and typically this takes place in the 10-15km/h range.
While possessions to allow active grinding to take place on slow-moving heavy freight railways may be relatively easy to arrange, on the mixed traffic railways common in Europe it is more difficult. For this reason, in 2002 German company Stahlberg Roensch launched a high-speed grinding procedure that can operate at speeds of 60 to 100km/h, covering substantial ground in a shift and not holding up other traffic unduly.
The principle is simple: rather than conventional active grinding, where the grinding stones are powered to reprofile the rail as the machine passes, in the Stahlberg Roensch system the stones are passive and rotate as the train drags them along the rail. While this may not allow complex reprofiling, it does mean that the top layer of the rail that is subject to rolling contact fatigue can be removed over long distances with minimum disruption to traffic.
The company says that not only are rail defects suppressed before they appear, the procedure also optimises the rail shape for the rail-wheel contact zone. There is noise reduction through corrugation control, and the smoother ride helps lengthen the life of the track formation. On stretches where the line is surrounded by trees, passive rail grinding is an effective counter-measure to low adhesion in the autumn leaf-fall season.
The Stahlberg Roensch machine features 80 grinding stones and needs to be hauled by a locomotive. Clearly, a fairly powerful locomotive is required to run at the speeds mentioned while overcoming the friction in the grinding process.
RC01 is capable of removing small amounts of material from the rail head at speeds of around 80 km/h. This grinding vehicle, with 48 grinding stones on each rail, is capable of removing approximately 50-100 microns of material uniformly from the crown profile of the rail head in a single pass at speeds of 80 km/h. Clearly, such a grinding system will not reduce track availability and if used at appropriate intervals is capable of maintaining a crack-free and cost effective railway with increased rail life. The HSG technique is not designed to re-profile the complete transverse profile of the rail, as is the capability of conventional rail grinders. Instead it will copy the existing profile while removing the fatigued surface layer.
The vehicle has been fully approved by the German Federal Railway Agency (EBA) for an operation within normal traffic schedules and without possession. DB is currently entering production within a long-term evaluation programme, primarily on one of their speed tracks. Scope of the programme is the optimization of the grinding intervals to maintain a crack-free rail surface without traffic disturbance.
Research has indicated that the decline of mixed-traffic railways has affected the rail surface. Where trains vary in traction, weight and speed characteristics, this can be beneficial for the railhead. By contrast, where there is a limited variety in the rolling stock and the same acceleration and deceleration pattern for all services, the rail gets worn in the same spots each time a train passes.
An automatically-driven metro takes this to the extreme: the same type of train passing all the time, at the same speed. Thus metros such as the London Underground have suffered from rail corrugation and other problems for years. It is particularly acute on lines such as the Victoria Line that are automatically rather than manually driven.
Metronet Rail, responsible for revitalising two thirds of the London Underground under the Public Private Partnership project, is using a state of the art rail grinding machine to help mitigate track noise. The machine, developed for deep tube tunnels, is being used on the Victoria, Bakerloo and Central Lines. A total of 179km of rail is being smoothed, reducing noise, improving passenger ride quality and preventing rail defects.
The machine, manufactured by Schweerbau, is designed to operate within tight tunnel clearances and around sharp track curves. Two grinding units, each with four grinding stones, are towed by a manually driven 400kW diesel power unit. The grinding units are computer controlled using settings for the depth of grind and angle of the wheels inputted by the grinding operator. Continuous feedback on the progress of the grind is provided to the operator so adjustments can be made depending on the conditions of the rail head.
When the machine was introduced three years ago, John Edwards, Metronets Project Engineer, said: Pressure is on metros around the world to control noise for both passengers and train operators and for the wider external environment. This technology is a step closer towards managing noise and further improving safety.
Metronet added: All over the world rail grinding has been found to be a very effective method to control rail defects. By re-profiling rails as well as wheels, the life of both can be extended. The machine is also environmentally friendly, collecting dry dust from the rail and releasing low levels of diesel exhaust emissions.
For metros, where the enclosed spaces in the tunnels means there is nowhere for debris to escape, effective removal of shavings during the grinding procedure is essential. Metal shavings left behind can get picked up in the electro-magnets on traction motors in the trains, causing flashovers and poor train reliability statistics as a result.
Schweerbaus latest machine, the SFU 04 rail milling unit, was developed specifically for underground railways and is being used by Metronet. With this new model Schweerbau claims there is no dust, and no sparks. The company says the SFU 04 has an output rate of up to 1,000m of finished track per hour.
Today, Schweerbau operates different grinding machines for mainline railways, mainly DB AG, and metro systems throughout Europe and additionally a rail milling machine and a rail planer. Based on this experience the SFU 04 milling machine has been developed.
Since the beginning of 2007, SECO Rail, one of the largest railway construction and railway Maintenance Company in Europe, has introduced rail milling for tram- metro and railway companies. This with the new developed rail road milling unit SF -01 F Truck.
At the GvbA Amsterdam metro customer the machine took care of the removal of corrugation as well as reprofiling their network. Head Checks had to be removed of over 2,5mm at the BOGESTRA in Bochum. And at the HPA Hamburg, gauge widening was a job that the truck had to carry out.
Besides the removal of the earlier mentioned rail defects, the SF-01 F truck has the environmental advantage of no production of dust or sparks, what is a benefit if working in tunnels or areas where people are living. Most of the time, one pass is enough in order to cover the whole railhead and remove the existing defects. This will result in low cost for the customer and a reduction of the maintenance time compared to rail grinding. The flexibility of the SF-01 F Truck is with its mobility another advantage for the customer. The SECO-Rail SF-01 F Truck can work on almost every light rail network.
Necessary cookies are absolutely essential for the website to function properly. This category only includes cookies that ensures basic functionalities and security features of the website. These cookies do not store any personal information.
Analytics cookies collect information about your use of the content, and in combination with previously collected information, are used to measure, understand, and report on your usage of this website.