CA2902327C - System and method for transport of equipment - Google Patents
System and method for transport of equipment Download PDFInfo
- Publication number
- CA2902327C CA2902327C CA2902327A CA2902327A CA2902327C CA 2902327 C CA2902327 C CA 2902327C CA 2902327 A CA2902327 A CA 2902327A CA 2902327 A CA2902327 A CA 2902327A CA 2902327 C CA2902327 C CA 2902327C
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- railway
- mobile unit
- movement
- movement means
- equipment
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Classifications
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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
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
- E01B29/16—Transporting, laying, removing, or replacing rails; Moving rails placed on sleepers in the track
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F1/00—Vehicles for use both on rail and on road; Conversions therefor
- B60F1/04—Vehicles for use both on rail and on road; Conversions therefor with rail and road wheels on different axles
- B60F1/043—Vehicles comprising own propelling units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
- B60P3/40—Vehicles adapted to transport, to carry or to comprise special loads or objects for carrying long loads, e.g. with separate wheeled load supporting elements
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
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- Platform Screen Doors And Railroad Systems (AREA)
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Abstract
A transport system (S) for equipment, in particular a railway rail (RN), comprising at least one structural beam (1) including a longitudinal body (10) comprising a first connecting end (11) and a second connecting end(12) and a linking means (13) adapted to be linked to said equipment, and at least one independent mobile unit (2) and a second independent mobile unit (2'), each mobile unit (2, 2') including a frame and at least one connecting body to connect it to the first connecting end (11) and to the second connecting end (12) of the structural beam (1) in order to support it, each mobile unit (2õ2') including as well road movement means (3, 3') able to allow movement of the said frame (20, 20') on a road or similar.
Description
SYSTEM AND METHOD FOR TRANSPORT OF EQUIPMENT
GENERAL TECHNICAL DOMAIN AND PRIOR ART
This invention relates to the field of transport and installation of equipment, in particular, railway equipment (rail, switch frog, etc.) when refurbishing a railroad track.
A railroad track, also called a railway, extends longitudinally and includes two longitudinal rails resting on cross ties. Due to wear induced by the movement of railway vehicles on the railway track, worn longitudinal rails require periodic replacement with new longitudinal rails.
With reference to patent application FR 2847917A1, it is known to use a railway train (work train) to store the new longitudinal rails and to park them in a maintenance area of the railway track. When in use, such a railway train has the disadvantage of occupying a railway track adjacent to the track being refurbished. This is disadvantageous when two stations are only connected by two adjacent railway tracks, all traffic between the stations being prohibited, which is a significant inconvenience as well as a loss to the rail network operators. Because of these disadvantages, refurbishment operations of a railway track are only conducted during the night, which significantly increases the duration of refurbishment operations.
The invention is therefore intended to remedy these disadvantages by proposing a process for transport and installation of equipment which is practical and quick to implement.
The invention arose in the field of railways but if can be applied in any field requiring the transport of equipment, preferably longitudinal equipment with heavy weight.
GENERAL PRESENTATION OF THE INVENTION
For this purpose, the invention relates to a system for transport of equipment, in particular a railway rail, the transport system comprising:
- at least one structural beam adapted to support equipment, said structural beam consisting of a longitudinal body comprising a first connecting end and a second connecting end and linking means adapted to be linked to said equipment, and - at least one first independent mobile unit and a second independent mobile movement, each mobile unit comprising a frame and at least one connecting body mounted movably relative to said frame, the connecting body of the first mobile unit and the connecting body of the second mobile unit being adapted to be connected respectively to the first connecting end and to the second connecting end of the structural beam in order to support it, each mobile unit including in addition road travel means able to allow movement of said frame on a road or similar.
Such a transport system has a limited footprint in comparison to a work train with a lifting crane. In addition, given that the mobile units are independent and equipped with means for road travel, the equipment may be transported directly from their storage places, which is advantageous. It is not necessary to load the work train in advance as in the prior art.
Preferably, each mobile unit includes in addition railway travel means able to allow movement of the said frame on a railway track. Such movement means thus allows the mobile units to travel, on the one hand, on roads, paths and ballast shoulders and, on the other hand, on a railway track in order to transport equipment over long distances.
Such a transport system is particularly advantageous for performing maintenance operations on a railway track.
Preferably, each mobile unit includes a synchronized steering module able to coordinate the movement of the second mobile unit relative to the movement of the first mobile unit. In other words, the steering module allows slaving of the movement means of the mobile units. Thus, the beam moves homogeneously without risk of damage by remaining held at both ends. Preferably, the synchronized steering module allows automated movement of the structural beam, that is, without human intervention.
GENERAL TECHNICAL DOMAIN AND PRIOR ART
This invention relates to the field of transport and installation of equipment, in particular, railway equipment (rail, switch frog, etc.) when refurbishing a railroad track.
A railroad track, also called a railway, extends longitudinally and includes two longitudinal rails resting on cross ties. Due to wear induced by the movement of railway vehicles on the railway track, worn longitudinal rails require periodic replacement with new longitudinal rails.
With reference to patent application FR 2847917A1, it is known to use a railway train (work train) to store the new longitudinal rails and to park them in a maintenance area of the railway track. When in use, such a railway train has the disadvantage of occupying a railway track adjacent to the track being refurbished. This is disadvantageous when two stations are only connected by two adjacent railway tracks, all traffic between the stations being prohibited, which is a significant inconvenience as well as a loss to the rail network operators. Because of these disadvantages, refurbishment operations of a railway track are only conducted during the night, which significantly increases the duration of refurbishment operations.
The invention is therefore intended to remedy these disadvantages by proposing a process for transport and installation of equipment which is practical and quick to implement.
The invention arose in the field of railways but if can be applied in any field requiring the transport of equipment, preferably longitudinal equipment with heavy weight.
GENERAL PRESENTATION OF THE INVENTION
For this purpose, the invention relates to a system for transport of equipment, in particular a railway rail, the transport system comprising:
- at least one structural beam adapted to support equipment, said structural beam consisting of a longitudinal body comprising a first connecting end and a second connecting end and linking means adapted to be linked to said equipment, and - at least one first independent mobile unit and a second independent mobile movement, each mobile unit comprising a frame and at least one connecting body mounted movably relative to said frame, the connecting body of the first mobile unit and the connecting body of the second mobile unit being adapted to be connected respectively to the first connecting end and to the second connecting end of the structural beam in order to support it, each mobile unit including in addition road travel means able to allow movement of said frame on a road or similar.
Such a transport system has a limited footprint in comparison to a work train with a lifting crane. In addition, given that the mobile units are independent and equipped with means for road travel, the equipment may be transported directly from their storage places, which is advantageous. It is not necessary to load the work train in advance as in the prior art.
Preferably, each mobile unit includes in addition railway travel means able to allow movement of the said frame on a railway track. Such movement means thus allows the mobile units to travel, on the one hand, on roads, paths and ballast shoulders and, on the other hand, on a railway track in order to transport equipment over long distances.
Such a transport system is particularly advantageous for performing maintenance operations on a railway track.
Preferably, each mobile unit includes a synchronized steering module able to coordinate the movement of the second mobile unit relative to the movement of the first mobile unit. In other words, the steering module allows slaving of the movement means of the mobile units. Thus, the beam moves homogeneously without risk of damage by remaining held at both ends. Preferably, the synchronized steering module allows automated movement of the structural beam, that is, without human intervention.
2 According to a preferred aspect, the synchronized steering module is able to coordinate the movement of the connecting body of the second mobile unit relative to the movement of connecting body the first mobile unit. Thus, the beam remains horizontal under all circumstances, which avoids moving the equipment's centre of gravity during its transport. In other words, the steering module allows slaving of the connecting bodies of the mobile units.
Preferably, each mobile unit includes an activation module adapted for moving the railway movement means between an upper position in which the said railway movement means extends above the road movement means and a lower position in which the said railway movement means extends below the road movement means.
Thus, the activation module allows selection of the movement means which is in contact with the ground to permit movement of the mobile unit. Preferably, the activation module is an articulated arm linking the frame with the railway movement means According to a preferred aspect, each mobile unit consists of a stabilization module adapted to raise the road movement means and the railway movement means relative to the ground. Thus, each mobile unit remains stable during movement of the beam and/or equipment, which guarantees accurate movement, without risk of damaging the said equipment.
The invention also relates to a method for transport of railway equipment from a storage area, located outside a railway track, to an area of maintenance of a railway track using a transport system such as presented previously, the railway equipment being linked to the structural beam, the structural beam being supported at its connecting ends by mobile units, the method comprising:
- a stage of movement of the said railway equipment from the storage area to the railway track using the road movement means of said mobile units, and - a stage of movement of the said railway equipment on the railway track to the maintenance area using the railway movement means of the said mobile units.
Preferably, each mobile unit includes an activation module adapted for moving the railway movement means between an upper position in which the said railway movement means extends above the road movement means and a lower position in which the said railway movement means extends below the road movement means.
Thus, the activation module allows selection of the movement means which is in contact with the ground to permit movement of the mobile unit. Preferably, the activation module is an articulated arm linking the frame with the railway movement means According to a preferred aspect, each mobile unit consists of a stabilization module adapted to raise the road movement means and the railway movement means relative to the ground. Thus, each mobile unit remains stable during movement of the beam and/or equipment, which guarantees accurate movement, without risk of damaging the said equipment.
The invention also relates to a method for transport of railway equipment from a storage area, located outside a railway track, to an area of maintenance of a railway track using a transport system such as presented previously, the railway equipment being linked to the structural beam, the structural beam being supported at its connecting ends by mobile units, the method comprising:
- a stage of movement of the said railway equipment from the storage area to the railway track using the road movement means of said mobile units, and - a stage of movement of the said railway equipment on the railway track to the maintenance area using the railway movement means of the said mobile units.
3 Thus, the railway equipment is transported directly from its storage area to the maintenance area, which saves time. The use of both types of movement means enables optimizing the movement depending on the traffic lane.
Preferably, the method includes a stabilization stage of each mobile unit in the said maintenance area. Again preferably, the method includes a stage of releasing said railway equipment in the said maintenance area. Thus, the railway equipment can be deposited accurately, without risk of damage.
PRESENTATION OF FIGURES
The invention will be better understood from reading the description that will follow, given only as an example, and referring to the drawings attached in which:
- figure 1 is a schematic general representation of a transport system according to the invention when transporting a railway rail;
- figure 2 is a schematic representation of a mobile unit of the transport system according to the invention;
- figure 3 is a schematic representation of transport of a railway rail from a storage area to a maintenance area;
- figure 4 is a schematic representation of delivery by road vehicle of mobile units and of the structural beam of the said transport system according to the invention;
- figure 5 is a schematic representation of the transport system according to the invention during its positioning above a new railway rail in the storage area;
- figure 6 is a schematic representation of transport of a new railway rail from the storage area to the railway track;
- figure 7 is a first schematic representation of a mobile unit while accessing the railway track;
-figure 8 is a second schematic representation of a mobile unit while accessing the railway track;
- figure 9 is a schematic representation of an activation stage of railway movement means of the mobile unit on the railway track;
- figure 10 is a schematic representation of the mobile unit on the railway track whose railway movement means are in the active position;
Preferably, the method includes a stabilization stage of each mobile unit in the said maintenance area. Again preferably, the method includes a stage of releasing said railway equipment in the said maintenance area. Thus, the railway equipment can be deposited accurately, without risk of damage.
PRESENTATION OF FIGURES
The invention will be better understood from reading the description that will follow, given only as an example, and referring to the drawings attached in which:
- figure 1 is a schematic general representation of a transport system according to the invention when transporting a railway rail;
- figure 2 is a schematic representation of a mobile unit of the transport system according to the invention;
- figure 3 is a schematic representation of transport of a railway rail from a storage area to a maintenance area;
- figure 4 is a schematic representation of delivery by road vehicle of mobile units and of the structural beam of the said transport system according to the invention;
- figure 5 is a schematic representation of the transport system according to the invention during its positioning above a new railway rail in the storage area;
- figure 6 is a schematic representation of transport of a new railway rail from the storage area to the railway track;
- figure 7 is a first schematic representation of a mobile unit while accessing the railway track;
-figure 8 is a second schematic representation of a mobile unit while accessing the railway track;
- figure 9 is a schematic representation of an activation stage of railway movement means of the mobile unit on the railway track;
- figure 10 is a schematic representation of the mobile unit on the railway track whose railway movement means are in the active position;
4 - figure 11 is a schematic representation of transport stage of a new railway rail on the railway track to the maintenance area;
- figure 12 is a schematic representation of a stage of positioning the structural beam of the transport system above a worn railway rail to be replaced in the maintenance area;
- figure 13 is a schematic representation of an activation stage of the stabilization means of the mobile unit on the railway track;
- figure 14 is a schematic representation of a stage for movement of a worn railway rail to wait in the maintenance area;
- figure 15 is a schematic representation of a positioning stage of the new railway rail in place of the used railway rail; and - figure 16 is s schematic representation of a stage of transporting the worn railway rail on the railway track from the maintenance area to the storage area.
It should be noted that the figures disclose the invention in a detailed manner in order to implement the invention, such figures of course serving to better define the invention where appropriate.
DESCRIPTION OF ONE OR MORE EMBODIMENTS AND IMPLEMENTATIONS
With reference to figure 1, schematically represented is a system for transport of equipment according to the invention. The invention will be presented for the transport of a railway rail but it goes without saying that the invention applies generally to any equipment, in particular, equipment of significant length and high weight.
With reference to figure 1, transport system S includes a single structural beam 1 to support equipment and two independent mobile units 2, 2' adapted to carry structural beam 1 by its ends in order to move it.
Support beam 1 is called structural because it allows significant mechanical forces to be transferred and, in particular, to support equipment of high weight.
Still in reference to figure 1, structural beam 1 includes a longitudinal body comprising a first connecting end 11 and a second connecting end 12.
Preferably,
- figure 12 is a schematic representation of a stage of positioning the structural beam of the transport system above a worn railway rail to be replaced in the maintenance area;
- figure 13 is a schematic representation of an activation stage of the stabilization means of the mobile unit on the railway track;
- figure 14 is a schematic representation of a stage for movement of a worn railway rail to wait in the maintenance area;
- figure 15 is a schematic representation of a positioning stage of the new railway rail in place of the used railway rail; and - figure 16 is s schematic representation of a stage of transporting the worn railway rail on the railway track from the maintenance area to the storage area.
It should be noted that the figures disclose the invention in a detailed manner in order to implement the invention, such figures of course serving to better define the invention where appropriate.
DESCRIPTION OF ONE OR MORE EMBODIMENTS AND IMPLEMENTATIONS
With reference to figure 1, schematically represented is a system for transport of equipment according to the invention. The invention will be presented for the transport of a railway rail but it goes without saying that the invention applies generally to any equipment, in particular, equipment of significant length and high weight.
With reference to figure 1, transport system S includes a single structural beam 1 to support equipment and two independent mobile units 2, 2' adapted to carry structural beam 1 by its ends in order to move it.
Support beam 1 is called structural because it allows significant mechanical forces to be transferred and, in particular, to support equipment of high weight.
Still in reference to figure 1, structural beam 1 includes a longitudinal body comprising a first connecting end 11 and a second connecting end 12.
Preferably,
5 longitudinal body 10 has significant length in order to support equipment of great length such as longitudinal rails. As an example, structural beam 1 can have a length of about 30 metres.
With reference to figure 1, first connecting end 11 and second connecting end 12 are adapted to be connected to mobile units 2, 2' of transport system S.
Preferably, each connecting end 11, 12 has a substantially spherical shape in order to form a ball-joint linkage with mobile units 2, 2 so as to limit any stress related to deflection of beam 1 while it is moving. Thus, advantageously, support beam 1 is automatically balanced vertically even if mobile units 2, 2 are inclined due to the level of the ground. It goes without saying that other types of connecting ends 11, 12 could also be appropriate, for example, devises, links articulated by axis pins, etc.
Advantageously, a connecting end comprising a U-shaped yoke mounted on a free pivot as well as an articulated connection allows a ball joint connection to be made in a practical way in order to limit deflection of the structural beam 1 as will be presented by the following. A spherical connecting end is particularly advantageous given that it has a limited production cost.
Such connecting ends 11, 12 allow support beam 1 to be supported by its ends to optimize the distribution of forces induced by the equipment over the entire length of the longitudinal body 10. Thus, support beam 1 can support a piece of equipment with high weight without risk of breakage while have a reduced length.
Longitudinal body 10 of support beam 1 has significant strength, in particular against buckling, for reduced weight. Preferably, longitudinal body 10 of support beam 1 is hollow. Advantageously, longitudinal body 10 has a protective envelope in order to avoid any risk of injury to an operator while handling the support beam 1.
Referring to figure 1, support beam 1 includes a plurality of linking elements 13, distributed along said longitudinal body 10, which are adapted to be connected to the equipment in order to suspend it from longitudinal body 10. In other words, the plurality of linking elements 13 forms a means for tackling or balancing of stresses, that is, means
With reference to figure 1, first connecting end 11 and second connecting end 12 are adapted to be connected to mobile units 2, 2' of transport system S.
Preferably, each connecting end 11, 12 has a substantially spherical shape in order to form a ball-joint linkage with mobile units 2, 2 so as to limit any stress related to deflection of beam 1 while it is moving. Thus, advantageously, support beam 1 is automatically balanced vertically even if mobile units 2, 2 are inclined due to the level of the ground. It goes without saying that other types of connecting ends 11, 12 could also be appropriate, for example, devises, links articulated by axis pins, etc.
Advantageously, a connecting end comprising a U-shaped yoke mounted on a free pivot as well as an articulated connection allows a ball joint connection to be made in a practical way in order to limit deflection of the structural beam 1 as will be presented by the following. A spherical connecting end is particularly advantageous given that it has a limited production cost.
Such connecting ends 11, 12 allow support beam 1 to be supported by its ends to optimize the distribution of forces induced by the equipment over the entire length of the longitudinal body 10. Thus, support beam 1 can support a piece of equipment with high weight without risk of breakage while have a reduced length.
Longitudinal body 10 of support beam 1 has significant strength, in particular against buckling, for reduced weight. Preferably, longitudinal body 10 of support beam 1 is hollow. Advantageously, longitudinal body 10 has a protective envelope in order to avoid any risk of injury to an operator while handling the support beam 1.
Referring to figure 1, support beam 1 includes a plurality of linking elements 13, distributed along said longitudinal body 10, which are adapted to be connected to the equipment in order to suspend it from longitudinal body 10. In other words, the plurality of linking elements 13 forms a means for tackling or balancing of stresses, that is, means
6 for lifting a load at several areas spaced apart from one another and allowing a distribution of forces in the load being handled..
Preferably, at least one plurality of linking elements 13 are movable along the length of longitudinal body 10 so as to be able to place linking elements 13 adaptably depending on the shape and weight distribution of each piece of equipment to be carried. Preferably, the movement of linking elements 13 is motorized and, preferably, controlled by the operator.
In this example of embodiment, each linking element 13 is present in the form of a flexible loop adapted to be passed under the equipment in order to lift it. It goes without saying that linking elements 13 could have a different form, in particular, slings, a lifting beam, clamps or other lifting accessories.
Such linking elements 13 allow for supporting railway equipment such as half-switches or frogs, independently of their weight and/or the position of their centre of gravity. In addition, while supported, the shape, dimensions and surface condition of the equipment are not affected, which is very advantageous.
Preferably, with reference to figure 1, longitudinal body 10 of support beam 1 includes a plurality of structural modules 100 linked together detachably and adjustable in length.
In this example, longitudinal body 10 of support beam 1 includes 7 modules 100 but it goes without saying that the number of modules 100 could be different.
Advantageously, the length of a structural module 100 is less than 10 metres in order to allow storage of such a structural module in a category 1 semi-trailer truck as illustrated in figure 4.
With reference to figure 1, two mobile units 2, 2' are represented which are independent, that is, that they may be moved independently of each other.
In this example of embodiment, first mobile unit 2 and second mobile unit 2' are identical and are each in the form of a robotic automaton. Also, for the sake of brevity
Preferably, at least one plurality of linking elements 13 are movable along the length of longitudinal body 10 so as to be able to place linking elements 13 adaptably depending on the shape and weight distribution of each piece of equipment to be carried. Preferably, the movement of linking elements 13 is motorized and, preferably, controlled by the operator.
In this example of embodiment, each linking element 13 is present in the form of a flexible loop adapted to be passed under the equipment in order to lift it. It goes without saying that linking elements 13 could have a different form, in particular, slings, a lifting beam, clamps or other lifting accessories.
Such linking elements 13 allow for supporting railway equipment such as half-switches or frogs, independently of their weight and/or the position of their centre of gravity. In addition, while supported, the shape, dimensions and surface condition of the equipment are not affected, which is very advantageous.
Preferably, with reference to figure 1, longitudinal body 10 of support beam 1 includes a plurality of structural modules 100 linked together detachably and adjustable in length.
In this example, longitudinal body 10 of support beam 1 includes 7 modules 100 but it goes without saying that the number of modules 100 could be different.
Advantageously, the length of a structural module 100 is less than 10 metres in order to allow storage of such a structural module in a category 1 semi-trailer truck as illustrated in figure 4.
With reference to figure 1, two mobile units 2, 2' are represented which are independent, that is, that they may be moved independently of each other.
In this example of embodiment, first mobile unit 2 and second mobile unit 2' are identical and are each in the form of a robotic automaton. Also, for the sake of brevity
7 and clarity, only first mobile unit 2 will be described in detail.
Subsequently, elements relating to second mobile unit 2' will be referenced with an apostrophe.
With reference to figure 2, each mobile unit 2 consists of a structural frame 20 and a connecting body 5 assembled movably relative to said frame 20 through a positioning module 6 linking said connecting body 5 with structural frame 20. In this example, each mobile unit 2 is configured to individually support a load which is a function of the weight of the equipment to be moved.
Preferably, connecting body 5 is in the form of a connecting ring 50 whose opening is appropriate to work together with an end connection 11, 12 of structural beam 1. Such connecting ring 50 has as benefits automatically maintaining structural beam 1 and the equipment supported in a vertical plane, independently of the position of mobile units 2 and 22 However, it goes without saying that connecting body 5 could have another shape, for example, clevises, links articulated by axis pins or similar.
Advantageously, connecting ring 50 is an economical solution.
Advantageously, positioning module 6 is configured to allow movement in space in three orthogonal directions of said connecting body 5 as well as its orientation. In other words, the opening of connecting ring 50 can be set accurately according to the operator's wishes through positioning module 6.
In this example of embodiment, with reference to figure 2, positioning module 6 of mobile unit 2 includes three positioning cylinders 60 each comprising a actuator cylinder 62, linked to structural frame 20, and an actuator rod 61, linked to said connecting body 5, which is mounted in said actuator cylinder 62. The use of three positioning cylinders 60 allows the position of connecting body 5 to be defined simply and practically, like a tripod. In addition, the use of such positioning module 6 allows optimization of the distribution of forces received by connecting body 5 in structural module 20 (distribution over three points). In this example of implementation, positioning module 6 allows for an optimized travel path which depends on work conditions on railway tracks. It goes without saying that the travel path depends on the standards in force for the field of use of the transport system.
Subsequently, elements relating to second mobile unit 2' will be referenced with an apostrophe.
With reference to figure 2, each mobile unit 2 consists of a structural frame 20 and a connecting body 5 assembled movably relative to said frame 20 through a positioning module 6 linking said connecting body 5 with structural frame 20. In this example, each mobile unit 2 is configured to individually support a load which is a function of the weight of the equipment to be moved.
Preferably, connecting body 5 is in the form of a connecting ring 50 whose opening is appropriate to work together with an end connection 11, 12 of structural beam 1. Such connecting ring 50 has as benefits automatically maintaining structural beam 1 and the equipment supported in a vertical plane, independently of the position of mobile units 2 and 22 However, it goes without saying that connecting body 5 could have another shape, for example, clevises, links articulated by axis pins or similar.
Advantageously, connecting ring 50 is an economical solution.
Advantageously, positioning module 6 is configured to allow movement in space in three orthogonal directions of said connecting body 5 as well as its orientation. In other words, the opening of connecting ring 50 can be set accurately according to the operator's wishes through positioning module 6.
In this example of embodiment, with reference to figure 2, positioning module 6 of mobile unit 2 includes three positioning cylinders 60 each comprising a actuator cylinder 62, linked to structural frame 20, and an actuator rod 61, linked to said connecting body 5, which is mounted in said actuator cylinder 62. The use of three positioning cylinders 60 allows the position of connecting body 5 to be defined simply and practically, like a tripod. In addition, the use of such positioning module 6 allows optimization of the distribution of forces received by connecting body 5 in structural module 20 (distribution over three points). In this example of implementation, positioning module 6 allows for an optimized travel path which depends on work conditions on railway tracks. It goes without saying that the travel path depends on the standards in force for the field of use of the transport system.
8 Preferably, positioning module 6 includes at least one position sensor, preferably a position sensor by positioning actuator 60. Positioning module 6 allows the position and orientation of connecting body 5 to be continuously determined. In addition, positioning module 6 includes motorization means in order to control the movement of positioning cylinders 60. Preferably, the motorization means of positioning module 6 are controllable to receive instructions from an operator or steering module.
Advantageously, positioning module 6 allows multiaxis positioning, in particular, in three axes.
It goes without saying that positioning module 6 could be in another form, for example, in the form of an interlocking mechanism, a telescoping mechanism using chains or cables, a gantry hoist or similar.
According to the invention, with reference to figure 2, mobile unit 2 includes road travel means 3 which are shown in this example in the form of tracks 30 mounted under the structural frame 20 but it goes without saying that wheels or similar could also be suitable. Such road travel means 3 allows mobile unit 2 to move in a stable manner on a paved road, on ballast or on soil.
Preferably, road travel means 3 preferably include independent motorization means.
Preferably, the said motorization means are controllable in order to receive instructions from an operator or a steering module.
Still in references to figure 2, mobile unit 2 includes as well railway movement means 4 which are shown in this example in the form of two axles 40 each equipped with two wheels 41 to enable being moved on a railway track in the manner of a conventional railway vehicle.
Preferable, the railway travel means 4 include independent motorization means.
Preferably, the said motorization means are controllable in order to receive instructions from an operator or a steering module.
Advantageously, positioning module 6 allows multiaxis positioning, in particular, in three axes.
It goes without saying that positioning module 6 could be in another form, for example, in the form of an interlocking mechanism, a telescoping mechanism using chains or cables, a gantry hoist or similar.
According to the invention, with reference to figure 2, mobile unit 2 includes road travel means 3 which are shown in this example in the form of tracks 30 mounted under the structural frame 20 but it goes without saying that wheels or similar could also be suitable. Such road travel means 3 allows mobile unit 2 to move in a stable manner on a paved road, on ballast or on soil.
Preferably, road travel means 3 preferably include independent motorization means.
Preferably, the said motorization means are controllable in order to receive instructions from an operator or a steering module.
Still in references to figure 2, mobile unit 2 includes as well railway movement means 4 which are shown in this example in the form of two axles 40 each equipped with two wheels 41 to enable being moved on a railway track in the manner of a conventional railway vehicle.
Preferable, the railway travel means 4 include independent motorization means.
Preferably, the said motorization means are controllable in order to receive instructions from an operator or a steering module.
9 Preferably, mobile unit 2 includes an activation module 7 adapted to move the railway movement means 4 between:
- an upper position in which the railway movement means 4 are located above the road movement means 3 and - a lower position in which the railway movement means 4 are located below the road movement means 3.
With reference to figure 2, the activation module 7 is shown in the form of an activation arm 70 of which a first end is connected fixedly to an axle 40 of railway movement means 4 and of which a second end is articulated to frame 20 of mobile unit 2.
Mobile unit 2 includes an activation arm 70 associated with each axle 40.
With reference to figure 2 representing railway movement means 4 in upper position, railway wheels 41 are raised and situated above tracks 30. Thus, mobile unit 2 can only move using its tracks 30.
Conversely, with reference to figure 10 representing railway movement means 4 in lower position, railway wheels 41 are lowered and located below tracks 30.
Thus, mobile unit 2 can only move using its railway wheels 41.
Preferably, activation arm 70 is motorized to permit easy and quick movement of each axle 40 between its upper and lower position. Preferably, each activation arm 70 is controllable to receive instructions from an operator or steering module.
Preferably, each mobile unit 2 includes as well a stabilization module 8 adapted to raise frame 20 relative to the ground in order to prevent road movement means 3 or railway movement means 4 from being in contact with the ground.
In this example of embodiment, stabilization module 8 includes four stabilization cylinders 80 which are mounted at the ends of axles 40 of railway movement means 4.
In other words, stabilization module 8 can only be actuated when axles 40 are in the lower position. Preferably, stabilization cylinders 80 are distributed around the periphery of structural frame 20 in order to ensure its uniform stabilization. Each stabilization cylinder 80 is adapted to be deployed vertically.
Preferably, stabilization module 8 includes hydraulic stabilization cylinders 80 but it goes without saying that they could be in various forms, for example, inflatable, counterweighted or similar stabilizers to ensure the stability of mobile units 2, 2' according to the various terrain configurations encountered.
Preferably, each mobile units 2 includes as well means for detection of the position of a railway track. In this embodiment, with reference to figures 7 and 8, the detection means are in the form of a sensor 9 detecting the proximity of the railway track and ensuring the position of the machinery relative to said track. Each sensor 9 can extend from frame 20 of mobile unit 2 in order to contact a railway track rail so as to know the distance separating the frame 20 from said railway rail.
For special cases of setting mobile units 2, 2' on the tracks, additional means are made available to the operator to assist in his manoeuvres, for example, a camera.
Advantageously, each mobile unit 2 includes as well a steering module able to centrally control the bodies and modules of a mobile unit. The steering module preferably has a computer and knows the status of various bodies and sensors through a plurality of sensors.
The steering module can communicate with another steering module of another mobile unit 2 in order to enable coordination of the movement of said mobile units 2, 2' and/or coordinate the positioning of their connecting bodies 5, 5'. Such a steering module is advantageous for keeping structural beam 1 horizontal during movement of mobile units 2, 2' on rugged terrain or terrain with relief.
In a preferred aspect of the invention, the steering module includes an operator interface which includes for example knobs and buttons to steer mobile unit 2.
Preferably, the steering module includes a wireless communication interface (infrared, GSM, etc.) to let an operator steer mobile unit 2 using a wireless remote control.
The various bodies and modules of mobile unit 2 are powered by an electrical power supply module, mounted in frame 20, in order to limit noise. Nonetheless, it goes without saying that the power supply module could be a combustion engine. Preferably, the power supply module is redundant in order to improve the reliability of mobile unit 2.
An example of implementation of the invention will now be presented for maintenance of a railway track. With reference to figure 3, a railway track F includes a maintenance area ZM in which a worn railway rail RU must be replaced by a new railway rail RN. In this example of implementation, only two operators are necessary.
New railway rails RN are stored in a storage area ZS located at a distance from railway track F. Preferably, storage area ZS corresponds to an area called "service"
accessible by a heavy category 1 vehicle to permit, on the one hand, delivery of new railway rails RN and, on the other hand, delivery of the transport system S according to the invention.
In this example, with reference to figure 3, storage area ZS is separated from railway track F by a road covered by ballast and earth. In addition, railway track F
is bordered by a ballast shoulder, that is, an embankment which raises railway track F
relative to storage area ZS.
With reference to figure 4, a transport system S is shown including a first mobile unit 2, a second mobile unit 2 and a structural beam 1 in the form of modules.
Advantageously, transport system S has a reduced footprint during its travel, which allows it to be delivered to a wide variety of storage areas ZS.
In this example of implementation, with reference to figure 4, structural beam 1 is arranged on a cart 91 stored in a road vehicle 92. Cart 91 is linked to a second mobile unit 2' in order to be able to be moved in a practical manner. Thus, when delivering transport system S by road vehicle 92, first mobile unit 2 and second mobile unit 2' descend from the vehicle 92 through their road movement means 3, 3', second mobile unit 2' pulling with it cart 91 on which is stored structural beam 1.
Structural beam 1 is then assembled, preferably with the help of mobile units 2, 2', so that structural beam 1 extends horizontally at a distance from the ground.
Preferably, legs (not shown) are used to support structural beam 1 while it is assembled.
Then, mobile units 2, 2' move to connect to ends 11, 12 of structural beam 1.
After being connected, structural beam 1 is carried by mobile units 2, 2'.
Preferably, the movement of each mobile unit 2, 2' in the vicinity of its connecting end 11, 12 is done under the control of an operator equipped with a remote control which sends commands to the steering module of each mobile unit 2, 2'. Similarly, the movement of each connecting body 5 to connect it to a connecting end 11, 12 of structural beam 1 is done by an operator equipped with a remote control which acts on positioning module 6 via the steering module.
Once structural beam 1 is supported by mobile units 2, 2', the support legs of structural beam 1 may be retracted. Transport system S thus forms an assembly which can be moved in a coordinated manner by an operator using a remote control.
In this example, the movements of mobile units 2, 2' are coordinated, the first mobile unit 2 fulfilling a role of "master" while the second mobile unit 2' fulfils a role of "slave'' which is slaved to the movements of the "master". Thus, the operator only needs to control first mobile unit 2 for second mobile unit 2' to move and follow first mobile unit 2 while holding structural beam 1.
In detail, each synchronized steering module allows coordination, on the one hand, of road movement means 3 or railway movement means 4 and also positioning means 6 of connecting body 5 so that structural beam 1 remains aligned horizontally.
Such synchronization lets the mechanical forces received by mobile units 2, 2' during movement of structural beam 1, in particular, to be limited when the latter is connected to a railway rail.
With reference to figure 5, transport system S is moved such that structural beam 1 extends above new railway rail RN which must be transported. Linking means 13 of structural beam 1 are then linked to new railway rail RN such that it is supported by structural beam 1 along its entire length.
With reference to figure 6, transport system S is moved from storage area ZS
to railway track F. In this example of implementation, transport system S must cross a ballast shoulder to reach railway track F. In other words, each mobile unit 2, 2' is inclined while climbing the ballast shoulder. For this purpose, the position of connecting body 5, 5' of each mobile unit 2, 2' is adjusted by the positioning module and steering module so that structural beam 1 remains stable and horizontal despite the inclination of frames 20, 20' of mobile units 2, 20.
The movement of first mobile unit 2 on the ballast shoulder at the edge of railway track F is shown in figures 7 and 8. When the first mobile unit 2 reaches on of the rails of railway track F, it detects the position of the other of said rails of railway track F using pressure sensor 9. Through knowledge of the position of both rails of railway track F, first mobile unit 2 can orient itself precisely on railway track F in order to prepare activation of its railway movement means 4. In practise, the movement of first mobile unit 2 on railway track F is done so that axles 40 of first mobile unit 2 extend orthogonally to the rails of railway track F as illustrated in figure 9.
Preferably, mobile units 2, 2' reach the rails of railway track F successively to improve the stability of the beam. Nonetheless, it goes without saying that mobile units 2, 2' could reach the rails of railway track F simultaneously.
In practise, connecting bodies 5, 5' are moved in a coordinated manner to keep structural beam 1 substantially horizontal as mobile units 2, 2' successively reach the said railway track F. After reaching them, road movement means 3, that is, tracks 30, are in contact with the rails of railway track F.
Then, still with reference to figure 9, activation arms 70 of first mobile unit 2 are moved to put wheels 41 of axles 40 in the lower position, that is, in contact with the rails of railway track F as illustrated in figure 10. Tracks 30 of mobile unit 2 are then no longer in contact with the rails but raised relative to them. In other words, road movement means 3 are inactive when railway movement means 4 are active.
With reference to figures 3 and 11, mobile units 2, 2' are moved in a synchronized manner on railway track F through their railway movement means 4, 4' in order to reach maintenance area ZM in which a worn railway rail RU must be replaced as illustrated in figure 12.
Advantageously, storage area ZS can be distant from maintenance area ZM by several kilometres. Thus, from a single storage area ZS distant from railway track F, a large number of worn railway rails RU can be replaced in a practical and easy manner.
When transport system S arrives in maintenance area ZM, mobile units 2, 2' are placed so that structural beam 1 extends above worn railway rail RU as illustrated in figure 12.
Then, each mobile unit 2, 2' activates its stabilization cylinders 80 so that neither the road movement means 3 nor the railway movement means 4 are in contact with the rails of railway track F. In this example, the four stabilization cylinders 80 of each mobile unit 2 are activated to raise railway wheels 41 above railway track F as illustrated in figure 13. Thus, the position of each mobile unit 2, 2' is defined precisely and stably.
Replacement of worn railway rail RU with new railway rail RN can thus begin.
After separation of used railway rail RU from railway track F, structural beam 1 is linked by the operators to worn railway rail RU so that it is supported by structural beam 1 as illustrated in figure 14. In this example, linking means 13 of structural beam 1 are used but it goes without saying that dedicated means can also be provided. Thus, as illustrated in figure 14, transport system 1 simultaneously supports new railway rail RN and worn railway rail RU.
Then, connecting bodies 5, 5' of mobile units 2, 2' are moved so as to transport worn railway rail RU and place it to wait close to railway track F.
As illustrated in figure 15, connecting bodies 5, 5' of mobile units 2, 2' are again moved so as to place new railway rail RN in place of worn railway rail RU in railway track F.
Structural beam 1 allows precise positioning without difficulty for the operators. New railway rail RN is then joined to railway track F.
Subsequently, connecting bodies 5, 5' of mobile units 2, 2' are again moved to transport structural beam 1 above waiting worn railway rail RU so as to be able to suspend it from said structural beam 1. Once worn railway rail RU is linked to transport system S, stabilization cylinders 80 are deactivated so as to again bring railway wheels 41 in contact with the rails of railway track F. Thus, worn railway rail RU
can be brought by transport system S to storage area ZS to be recycled.
Advantageously, as illustrated in figure 16, mobile units 2, 2' move on recently installed new railway rail RN to reach storage area ZS.
With the invention, transport system S can be delivered in a practical and quick manner to storage areas ZS selected by the operator. The time for transport of a railway rail is thus reduced compared to the prior art in which a work train had to supply rails in railway storage areas sometimes very remote from the railway track to be refurbished.
A single storage area can be used for refurbishing many kilometres of railway track given that the transport system can move on any railway track, without technical limitations and with great flexibility.
Incidentally, a secure storage area can be chosen in order to limit the risk of theft and degradation. In addition, since new railway rails RN are transported one by one, no new rails are stored near the tracks, which limits the risk of theft.
With transport system S. new railway rail RN is deposited in an accurate and secure manner without risk of damage to said new railway rail RN. In addition, transport system S according to the invention is a small source of nuisance (little noise, no smoke, etc.) compared to a work train equipped with a hoisting crane.
In addition, only the railway track to be refurbished is used; the neighbouring railway tracks advantageously being unaffected. In addition, there is little demand on the operators, which reduces their difficulty and improves the rate of refurbishing a railway track.
It goes without saying that a similar process can be used for refurbishing of other types of equipment, for example, guardrails for roads and expressways.
- an upper position in which the railway movement means 4 are located above the road movement means 3 and - a lower position in which the railway movement means 4 are located below the road movement means 3.
With reference to figure 2, the activation module 7 is shown in the form of an activation arm 70 of which a first end is connected fixedly to an axle 40 of railway movement means 4 and of which a second end is articulated to frame 20 of mobile unit 2.
Mobile unit 2 includes an activation arm 70 associated with each axle 40.
With reference to figure 2 representing railway movement means 4 in upper position, railway wheels 41 are raised and situated above tracks 30. Thus, mobile unit 2 can only move using its tracks 30.
Conversely, with reference to figure 10 representing railway movement means 4 in lower position, railway wheels 41 are lowered and located below tracks 30.
Thus, mobile unit 2 can only move using its railway wheels 41.
Preferably, activation arm 70 is motorized to permit easy and quick movement of each axle 40 between its upper and lower position. Preferably, each activation arm 70 is controllable to receive instructions from an operator or steering module.
Preferably, each mobile unit 2 includes as well a stabilization module 8 adapted to raise frame 20 relative to the ground in order to prevent road movement means 3 or railway movement means 4 from being in contact with the ground.
In this example of embodiment, stabilization module 8 includes four stabilization cylinders 80 which are mounted at the ends of axles 40 of railway movement means 4.
In other words, stabilization module 8 can only be actuated when axles 40 are in the lower position. Preferably, stabilization cylinders 80 are distributed around the periphery of structural frame 20 in order to ensure its uniform stabilization. Each stabilization cylinder 80 is adapted to be deployed vertically.
Preferably, stabilization module 8 includes hydraulic stabilization cylinders 80 but it goes without saying that they could be in various forms, for example, inflatable, counterweighted or similar stabilizers to ensure the stability of mobile units 2, 2' according to the various terrain configurations encountered.
Preferably, each mobile units 2 includes as well means for detection of the position of a railway track. In this embodiment, with reference to figures 7 and 8, the detection means are in the form of a sensor 9 detecting the proximity of the railway track and ensuring the position of the machinery relative to said track. Each sensor 9 can extend from frame 20 of mobile unit 2 in order to contact a railway track rail so as to know the distance separating the frame 20 from said railway rail.
For special cases of setting mobile units 2, 2' on the tracks, additional means are made available to the operator to assist in his manoeuvres, for example, a camera.
Advantageously, each mobile unit 2 includes as well a steering module able to centrally control the bodies and modules of a mobile unit. The steering module preferably has a computer and knows the status of various bodies and sensors through a plurality of sensors.
The steering module can communicate with another steering module of another mobile unit 2 in order to enable coordination of the movement of said mobile units 2, 2' and/or coordinate the positioning of their connecting bodies 5, 5'. Such a steering module is advantageous for keeping structural beam 1 horizontal during movement of mobile units 2, 2' on rugged terrain or terrain with relief.
In a preferred aspect of the invention, the steering module includes an operator interface which includes for example knobs and buttons to steer mobile unit 2.
Preferably, the steering module includes a wireless communication interface (infrared, GSM, etc.) to let an operator steer mobile unit 2 using a wireless remote control.
The various bodies and modules of mobile unit 2 are powered by an electrical power supply module, mounted in frame 20, in order to limit noise. Nonetheless, it goes without saying that the power supply module could be a combustion engine. Preferably, the power supply module is redundant in order to improve the reliability of mobile unit 2.
An example of implementation of the invention will now be presented for maintenance of a railway track. With reference to figure 3, a railway track F includes a maintenance area ZM in which a worn railway rail RU must be replaced by a new railway rail RN. In this example of implementation, only two operators are necessary.
New railway rails RN are stored in a storage area ZS located at a distance from railway track F. Preferably, storage area ZS corresponds to an area called "service"
accessible by a heavy category 1 vehicle to permit, on the one hand, delivery of new railway rails RN and, on the other hand, delivery of the transport system S according to the invention.
In this example, with reference to figure 3, storage area ZS is separated from railway track F by a road covered by ballast and earth. In addition, railway track F
is bordered by a ballast shoulder, that is, an embankment which raises railway track F
relative to storage area ZS.
With reference to figure 4, a transport system S is shown including a first mobile unit 2, a second mobile unit 2 and a structural beam 1 in the form of modules.
Advantageously, transport system S has a reduced footprint during its travel, which allows it to be delivered to a wide variety of storage areas ZS.
In this example of implementation, with reference to figure 4, structural beam 1 is arranged on a cart 91 stored in a road vehicle 92. Cart 91 is linked to a second mobile unit 2' in order to be able to be moved in a practical manner. Thus, when delivering transport system S by road vehicle 92, first mobile unit 2 and second mobile unit 2' descend from the vehicle 92 through their road movement means 3, 3', second mobile unit 2' pulling with it cart 91 on which is stored structural beam 1.
Structural beam 1 is then assembled, preferably with the help of mobile units 2, 2', so that structural beam 1 extends horizontally at a distance from the ground.
Preferably, legs (not shown) are used to support structural beam 1 while it is assembled.
Then, mobile units 2, 2' move to connect to ends 11, 12 of structural beam 1.
After being connected, structural beam 1 is carried by mobile units 2, 2'.
Preferably, the movement of each mobile unit 2, 2' in the vicinity of its connecting end 11, 12 is done under the control of an operator equipped with a remote control which sends commands to the steering module of each mobile unit 2, 2'. Similarly, the movement of each connecting body 5 to connect it to a connecting end 11, 12 of structural beam 1 is done by an operator equipped with a remote control which acts on positioning module 6 via the steering module.
Once structural beam 1 is supported by mobile units 2, 2', the support legs of structural beam 1 may be retracted. Transport system S thus forms an assembly which can be moved in a coordinated manner by an operator using a remote control.
In this example, the movements of mobile units 2, 2' are coordinated, the first mobile unit 2 fulfilling a role of "master" while the second mobile unit 2' fulfils a role of "slave'' which is slaved to the movements of the "master". Thus, the operator only needs to control first mobile unit 2 for second mobile unit 2' to move and follow first mobile unit 2 while holding structural beam 1.
In detail, each synchronized steering module allows coordination, on the one hand, of road movement means 3 or railway movement means 4 and also positioning means 6 of connecting body 5 so that structural beam 1 remains aligned horizontally.
Such synchronization lets the mechanical forces received by mobile units 2, 2' during movement of structural beam 1, in particular, to be limited when the latter is connected to a railway rail.
With reference to figure 5, transport system S is moved such that structural beam 1 extends above new railway rail RN which must be transported. Linking means 13 of structural beam 1 are then linked to new railway rail RN such that it is supported by structural beam 1 along its entire length.
With reference to figure 6, transport system S is moved from storage area ZS
to railway track F. In this example of implementation, transport system S must cross a ballast shoulder to reach railway track F. In other words, each mobile unit 2, 2' is inclined while climbing the ballast shoulder. For this purpose, the position of connecting body 5, 5' of each mobile unit 2, 2' is adjusted by the positioning module and steering module so that structural beam 1 remains stable and horizontal despite the inclination of frames 20, 20' of mobile units 2, 20.
The movement of first mobile unit 2 on the ballast shoulder at the edge of railway track F is shown in figures 7 and 8. When the first mobile unit 2 reaches on of the rails of railway track F, it detects the position of the other of said rails of railway track F using pressure sensor 9. Through knowledge of the position of both rails of railway track F, first mobile unit 2 can orient itself precisely on railway track F in order to prepare activation of its railway movement means 4. In practise, the movement of first mobile unit 2 on railway track F is done so that axles 40 of first mobile unit 2 extend orthogonally to the rails of railway track F as illustrated in figure 9.
Preferably, mobile units 2, 2' reach the rails of railway track F successively to improve the stability of the beam. Nonetheless, it goes without saying that mobile units 2, 2' could reach the rails of railway track F simultaneously.
In practise, connecting bodies 5, 5' are moved in a coordinated manner to keep structural beam 1 substantially horizontal as mobile units 2, 2' successively reach the said railway track F. After reaching them, road movement means 3, that is, tracks 30, are in contact with the rails of railway track F.
Then, still with reference to figure 9, activation arms 70 of first mobile unit 2 are moved to put wheels 41 of axles 40 in the lower position, that is, in contact with the rails of railway track F as illustrated in figure 10. Tracks 30 of mobile unit 2 are then no longer in contact with the rails but raised relative to them. In other words, road movement means 3 are inactive when railway movement means 4 are active.
With reference to figures 3 and 11, mobile units 2, 2' are moved in a synchronized manner on railway track F through their railway movement means 4, 4' in order to reach maintenance area ZM in which a worn railway rail RU must be replaced as illustrated in figure 12.
Advantageously, storage area ZS can be distant from maintenance area ZM by several kilometres. Thus, from a single storage area ZS distant from railway track F, a large number of worn railway rails RU can be replaced in a practical and easy manner.
When transport system S arrives in maintenance area ZM, mobile units 2, 2' are placed so that structural beam 1 extends above worn railway rail RU as illustrated in figure 12.
Then, each mobile unit 2, 2' activates its stabilization cylinders 80 so that neither the road movement means 3 nor the railway movement means 4 are in contact with the rails of railway track F. In this example, the four stabilization cylinders 80 of each mobile unit 2 are activated to raise railway wheels 41 above railway track F as illustrated in figure 13. Thus, the position of each mobile unit 2, 2' is defined precisely and stably.
Replacement of worn railway rail RU with new railway rail RN can thus begin.
After separation of used railway rail RU from railway track F, structural beam 1 is linked by the operators to worn railway rail RU so that it is supported by structural beam 1 as illustrated in figure 14. In this example, linking means 13 of structural beam 1 are used but it goes without saying that dedicated means can also be provided. Thus, as illustrated in figure 14, transport system 1 simultaneously supports new railway rail RN and worn railway rail RU.
Then, connecting bodies 5, 5' of mobile units 2, 2' are moved so as to transport worn railway rail RU and place it to wait close to railway track F.
As illustrated in figure 15, connecting bodies 5, 5' of mobile units 2, 2' are again moved so as to place new railway rail RN in place of worn railway rail RU in railway track F.
Structural beam 1 allows precise positioning without difficulty for the operators. New railway rail RN is then joined to railway track F.
Subsequently, connecting bodies 5, 5' of mobile units 2, 2' are again moved to transport structural beam 1 above waiting worn railway rail RU so as to be able to suspend it from said structural beam 1. Once worn railway rail RU is linked to transport system S, stabilization cylinders 80 are deactivated so as to again bring railway wheels 41 in contact with the rails of railway track F. Thus, worn railway rail RU
can be brought by transport system S to storage area ZS to be recycled.
Advantageously, as illustrated in figure 16, mobile units 2, 2' move on recently installed new railway rail RN to reach storage area ZS.
With the invention, transport system S can be delivered in a practical and quick manner to storage areas ZS selected by the operator. The time for transport of a railway rail is thus reduced compared to the prior art in which a work train had to supply rails in railway storage areas sometimes very remote from the railway track to be refurbished.
A single storage area can be used for refurbishing many kilometres of railway track given that the transport system can move on any railway track, without technical limitations and with great flexibility.
Incidentally, a secure storage area can be chosen in order to limit the risk of theft and degradation. In addition, since new railway rails RN are transported one by one, no new rails are stored near the tracks, which limits the risk of theft.
With transport system S. new railway rail RN is deposited in an accurate and secure manner without risk of damage to said new railway rail RN. In addition, transport system S according to the invention is a small source of nuisance (little noise, no smoke, etc.) compared to a work train equipped with a hoisting crane.
In addition, only the railway track to be refurbished is used; the neighbouring railway tracks advantageously being unaffected. In addition, there is little demand on the operators, which reduces their difficulty and improves the rate of refurbishing a railway track.
It goes without saying that a similar process can be used for refurbishing of other types of equipment, for example, guardrails for roads and expressways.
Claims (8)
1. Transport system for equipment, comprising:
- at least one structural beam adapted to support equipment, said structural beam including a longitudinal body comprising a first connecting end and a second connecting end and linking means adapted to be linked to the said equipment, and - at least a first independent mobile unit and a second independent mobile unit, each mobile unit comprising a frame and at least one connecting body mounted mobile relative to said frame, the connecting body of said first mobile unit and connecting body of said second mobile unit being adapted to connect to first connecting end and second connecting end respectively of structural beam in order to support it, each mobile unit including as well road movement means able to permit movement of said frame on a road, wherein each connecting body is in the form of a connecting ring whose opening is appropriate to work together with a substantially spherical shape connecting end of the structural beam.
- at least one structural beam adapted to support equipment, said structural beam including a longitudinal body comprising a first connecting end and a second connecting end and linking means adapted to be linked to the said equipment, and - at least a first independent mobile unit and a second independent mobile unit, each mobile unit comprising a frame and at least one connecting body mounted mobile relative to said frame, the connecting body of said first mobile unit and connecting body of said second mobile unit being adapted to connect to first connecting end and second connecting end respectively of structural beam in order to support it, each mobile unit including as well road movement means able to permit movement of said frame on a road, wherein each connecting body is in the form of a connecting ring whose opening is appropriate to work together with a substantially spherical shape connecting end of the structural beam.
2. System according to claim 1, in which, each mobile unit comprising road movement means, each mobile unit comprises in addition railway movement means able to permit movement of said frame on a railway track.
3. System according to one of claims 1 or 2, in which each mobile unit comprises a synchronized steering module able to coordinate the movement of the second mobile unit relative to the movement of the first mobile unit.
4. System according to claim 2, in which each mobile unit comprises an activation module adapted to move the railway movement means between an upper position in which the said railway movement means extends above road movement means and a lower position in which the said railway movement means extends below road movement means.
5. System according to claim 2, in which each mobile unit includes a stabilization module adapted to raise the road movement means and the railway movement means relative to the ground.
17765366.1 Date recue/date received 2021-10-28
17765366.1 Date recue/date received 2021-10-28
6. Method for transport of railway equipment from a storage area, located outside a railway track, to a maintenance area of a railway track using a transport system according to one of claims 2 to 5, the railway equipment being linked to the structural beam, the structural beam being supported by its connecting ends by mobile units, the method comprising:
o a stage of movement of said railway equipment from the storage area to the railway track using the road movement means of said mobile units, and o a stage of movement of said railway equipment on railway track to the maintenance area using the railway movement means of said mobile units.
o a stage of movement of said railway equipment from the storage area to the railway track using the road movement means of said mobile units, and o a stage of movement of said railway equipment on railway track to the maintenance area using the railway movement means of said mobile units.
7. Method for transport according to claim 6, comprising a stage for stabilization of each mobile unit in the said maintenance area.
8. Method for transport according to one of claims 6 or 7, comprising a stage of releasing said railway equipment in the said maintenance area.
17765366.1 Date recue/date received 2021-10-28
17765366.1 Date recue/date received 2021-10-28
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1458187A FR3025226B1 (en) | 2014-09-02 | 2014-09-02 | SYSTEM AND METHOD FOR TRANSPORTING EQUIPMENT |
| FR1458187 | 2014-09-02 |
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| Publication Number | Publication Date |
|---|---|
| CA2902327A1 CA2902327A1 (en) | 2016-03-02 |
| CA2902327C true CA2902327C (en) | 2022-06-21 |
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|---|---|---|---|
| CA2902327A Active CA2902327C (en) | 2014-09-02 | 2015-09-01 | System and method for transport of equipment |
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| CN (1) | CN105383891A (en) |
| CA (1) | CA2902327C (en) |
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| FR3055581B1 (en) * | 2016-09-08 | 2019-10-18 | Sncf Reseau | SYSTEM FOR TRANSPORTING AN EQUIPMENT COMPRISING INTEGRATED GRIPPING MEANS |
| CN111252152A (en) * | 2020-03-20 | 2020-06-09 | 广东电网有限责任公司 | Split type pole transfer device |
| CN112193760A (en) * | 2020-10-29 | 2021-01-08 | 苏州协同创新智能制造装备有限公司 | Name card holder shell shunting conveying method |
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| DE2313055A1 (en) * | 1973-03-16 | 1974-09-19 | Wieger | METHOD AND DEVICE FOR REMOVING AND INSTALLING GLEISJOCHEN |
| IT1027027B (en) * | 1974-12-09 | 1978-11-20 | Vioma S P A | LIFTING MACHINE FOR PO SA IN SOAVO LARGE DIAMETER METAL TIBATIONS ESPECIALLY FOR GADOTTI AND SIMILAR PIPELINES |
| CH651338A5 (en) * | 1982-11-25 | 1985-09-13 | Sig Schweiz Industrieges | RAILWAY SITE MACHINE FOR REPLACING A SECTION OR MOUNTED TRACK APPARATUS. |
| CN2138141Y (en) * | 1992-12-04 | 1993-07-14 | 哈尔滨铁路分局阿城线桥技术咨询公司 | Switch lateral remover |
| AT403488B (en) * | 1993-12-07 | 1998-02-25 | Plasser Bahnbaumasch Franz | WORKING TRAIN TO REPLACE AGE SLEEPERS OF A TRACK FOR NEW SLEEPERS |
| FR2847917B1 (en) | 2002-12-03 | 2006-07-14 | Geismar Ancien Ets L | METHOD FOR INSTALLING OR RENEWING RAILS OF AN IRONWAY TRACK, AND INSTALLATION FOR IMPLEMENTING SAID METHOD |
| AT500047B8 (en) * | 2004-04-07 | 2007-02-15 | Plasser Bahnbaumasch Franz | MACHINE FOR TRANSPORTING SOFT AND PROCESSES |
| CN103966930B (en) * | 2014-04-16 | 2016-01-27 | 徐州徐工铁路装备有限公司 | A kind ofly change board device for ballastless track of high-speed railway |
| CN204340582U (en) * | 2014-08-29 | 2015-05-20 | 中国检验检疫科学研究院 | A kind of two-wheel translation track car |
| CN104213478A (en) * | 2014-08-29 | 2014-12-17 | 徐州徐工铁路装备有限公司 | Maintenance construction method for ballast-less track of high-speed railway |
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2015
- 2015-08-20 EP EP15181814.3A patent/EP2993266B1/en active Active
- 2015-09-01 CA CA2902327A patent/CA2902327C/en active Active
- 2015-09-02 CN CN201510557240.6A patent/CN105383891A/en active Pending
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| CA2902327A1 (en) | 2016-03-02 |
| EP2993266B1 (en) | 2019-03-27 |
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| CN105383891A (en) | 2016-03-09 |
| FR3025226A1 (en) | 2016-03-04 |
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