Abstract: A fine grinding device for the continuous reprofiling in situ of the surface of the head of at least one rail of a railway track includes at least one fine grinding unit per rail. Each one of these fine grinding units carries a beam (1) on which are mounted rotatably at least two pulleys (4, 8) situated slightly above the rail (3) and around which is arranged an endless abrasive brand (5) working in the longitudinal direction of the rail. Between these two pulleys (4) there is a biasing shoe (12) that contacts the rail over a rectangular surface and that is subjected to the action of a jack supported by the beam (1) and acting on the shoe (12) with a determined force for applying the abrasive band (5) against the head of the rail (3) without any vibration. At least one of the pulleys (4) is driven in rotation by a motor to set the abrasive band (5) into motion.

Abstract: An ultrasonic device for continuously detecting and/or measuring in situ internal defects of a railway rail includes at least one ultrasonic sensor (15) subjected to a pressure tending to move it in the direction of the rail. The sensor presses against the rail through a smooth web 17 made of a synthetic material that is pervious to ultrasounds.

Abstract: An equipment for cleaning automatically railway tracks, including a box (4) guided and carried by rails, designed for installation under a railway vehicle and which can be lifted by means of jacks (6, 6'). The box includes two shaped brushes (13, 13') driven in rotation, placed one in front of the other in the direction of the axis of the rail. A brush (14) arranged between each rail and the axis of the track makes it possible to project debris in the direction of the shaped brushes (13, 13'). The shaped brushes (13, 13') rotate in opposite directions with respect to each other and drive the debris into the upper part of the box to be subsequently sucked into a suction conduit (10). Receiving drawers (16, 16') make it possible to recover debris which are too heavy to be sucked away.

Abstract: A continuous nondestructive process for controlling the rails on a railway line by ultrasounds is carried out by the emission of ultrasounds at successively different points along the rail which are spaced apart by a measured value. For each echo, the acoustic distance between the point of emission and the point of reflection of the beam of ultrasounds is determined, and then a bidirectional map of the echoes is established by correlation. Finally, this echo map is compared to a mask having a window, of which the shape, the orientation and the dimensions are determined by the characteristic features of the rail to be examined and by the type of defect looked for, only those echoes which appear in this window being then taken into consideration.

Abstract: The reprofiling installation includes, arranged below a railway carriage, a milling device consisting of two frames (8, 9) linked together. These frames (8, 9) of differing lengths and guided by the track, carry each one a milling unit (22, 24). The installation further includes track heating means (31) located in front of each milling unit (22, 24), means for cooling the tracks behind each milling unit, as well as units for measuring the deformation of the track.

Abstract: The reprofiling installation includes, arranged below a railway carriage, a milling device consisting of two frames (8, 9) linked together. These frames (8, 9) of differing lengths and guided by the track, carry each a milling unit (22, 24). The installation further includes a track heating unit (31) located in front of each milling unit (22, 24), and a unit for cooling the tracks behind each milling unit, as well as units for measuring the deformation of the track.

Abstract: The machine comprises an automotive vehicle (1) and at least one grinding carriage (2). During the grinding operation of the rail, the automotive vehicle (1) is standing still, immobile with respect to the railroad track, whereas the grinding carriage (2) displaces itself reciprocally along the track. The distance between the the carraige (2) and the vehicle (1) is thus variable.