EP0551798A1 - Apparatus for replacing and neutralizing railway rails - Google Patents

Abstract

The device consists of a single vehicle (1) comprising three articulated chassis (2, 3, 4) and medium-frequency induction heating tunnels. On the front chassis (2) are mounted, on a line of rails, a first (T1) and a second (T2) heating tunnel and means for detaching the old rails (R1). On the central chassis (3) are mounted a member (23) for holding the sleepers on the ballast and, per line of rails, an auxiliary heating tunnel (T3) and, on the rear chassis (4) are mounted means for attaching the new rails (R2). <IMAGE>

Description

The invention relates to a device for the continuous substitution and neutralization of railway rails according to the preamble of claim 1.

In the Swiss patent applications Nos 2350 / 90-0, 2351 / 90-2 and 1868 / 91-8 of the applicant, there is proposed such a device for replacing and neutralizing the rails comprising a train composed of at least two units working at constant distance.

The object of the present invention is to enable all the substitution and neutralization operations of the rails to be carried out over the shortest possible working length, to significantly reduce the total length of the machines used, to improve and facilitate the substitution operations of the rails, especially in curves, and to facilitate and shorten the deployment and storage of electrical and mechanical members exceeding the gauge in the same operations of substitution of the rails.

To achieve this object, the device according to the invention is characterized by the characterizing clause of claim 1.

This device has the advantages of being in the form of a compact vehicle, which makes it possible to significantly reduce the length of the site. In addition, all operations take place in the same machine. The most delicate operations, namely lifting and handling of old rails and handling and the laying of the new rails is done under the machine and no longer between two vehicles or outside the machine, which avoids having to leave the tools longitudinally, respectively along a cantilever and therefore increases the speed and ease of operations. In addition, due to the short length of the vehicle, respectively of the work stations, the arrows existing in a curve and which must be respected are very reduced.

Preferred embodiments of the invention result from the dependent claims.

The invention will be described using the following description with reference to the accompanying drawings.

Figure 1 shows the rail substitution and neutralization vehicle as a whole.

FIG. 2 shows, in partial front section, the arrangement of the rail clips at the head of the vehicle for the introduction of the new rails.

Figure 3 shows, in top view, the arrangement of the rail clamps used for handling and guiding the rails under the central chassis.

Figure 4 shows the retractable member for holding the sleepers.

Figure 5 is a side view of the first retractable carriage carrying the first heating tunnels and the spindles for spotting.

FIG. 6 is a top view of the carriage according to FIG. 5.

Figure 7 is a side view of the second retractable carriage carrying the second heating tunnels.

FIG. 8 is a top view of the carriage according to FIG. 7.

FIG. 9 is a cross section of the carriage according to FIG. 7.

Figure 10 is a side view of two-wheeled carriages carrying the auxiliary heating tunnels.

FIG. 11 is a top view of the carriages according to FIG. 10.

FIG. 12 is a cross section of the carriages according to FIG. 10.

Figure 13 shows, in cross section, a heating tunnel.

Figure 14 shows, in cross section, an auxiliary heating tunnel.

Figure 15 shows the block diagram of the control unit and the elements connected to it.

The articulated vehicle 1, shown in FIG. 1, is used to replace and neutralize rails of the railway tracks while it advances in the direction of the arrow at a constant continuous speed. For this purpose, it is equipped with tunnels T1, T2, T3 of induction heating at medium frequency to continuously heat the new R2 rails to their neutralization temperature; this temperature which they must have during their fixing to the crosspieces being generally about 25 ° C. The new R2 rails are transported to the site beforehand, placed in the middle of the old track between the old R1 rails and welded to form two rows of continuous rails. These R2 rails are lifted and guided through the heating tunnels as the vehicle advances. For the substitution, the vehicle 1 also comprises work stations making it possible respectively to detach and attach the fasteners of the old and of the new rails.

The vehicle 1 comprises a front chassis 2, a central chassis 3 and a rear chassis 4 which rest at their ends on four bogies 5, 6, 7, 8 in all. The two internal bogies 6, 7 each support one end of the central chassis 3 and are each provided with a hinge 9, 10 on which the rear end of the front chassis 2 and the front end of the rear chassis 4 respectively disposed. on either side of the central chassis 3, the wheels of the front bogie 5 and the first internal bogie 6, relative to the direction of travel, rolling on the old rails R1 and the wheels of the second internal bogie 7 and the rear bogie 8 running on the new R2 rails.

The front chassis 2 and the central chassis 3 are provided with at least six adjustable rail clamps for each row of new R2 rails; in the example according to Figure 1, there are seven rail clamps 11, 12, 13, 14, 15, 16, 17 used to grip, support and guide the lines of new R2 rails so that they pass under the axles respectively of the front bogie 5 and the first internal bogie 6 and pass between these bogies 5, 6 the heating tunnels T1 and T2.

Figure 2 shows the arrangement of the new rails R2, between the old rails R1 where they are gripped and lifted by the first rail clamps 11 which are held by supports 41 and controlled by a device 42 for positioning and opening the clamps . The other rail clamps are mounted and ordered similarly.

The central frame 3 is further provided, by line of old R1 rails, with at least two other removable and retractable rail clamps 18, 20 for lifting and spreading these two old detached R1 rails, as well as, for each line of new R2 rails, at least two rail clamps 19, 21, also removable and retractable to spread and lower these two new R2 rails for installation on the sleepers. In Figure 1 is shown another rail clamp 22 for guiding and positioning the new rails R2.

Figure 3 shows, in top view, the rail clamps 18, 19 laterally moving a line R1, respectively a line R2. The clamps 18, 19 are mounted on the central chassis 3 and positioned by jacks 43, 44. The old rails R1 are deposited on either side of the new track.

The front chassis 2 is provided, behind the front bogie 5, with a carriage 27, retractable in high gear, whose frame 45 (Figure 5, 6) is suspended by lifting cylinders 47 (Figure 1) and which , in the working position, rolls with its wheels 46 on the old rails R1 (Figures 5 and 6).

On this carriage 27 are arranged, on either side of its longitudinal axis A, the two heating tunnels T1, one for each row of rails R2, of an approximate length of 2 m for example, as well as an installation of automatic dowelling as a stain removal station, comprising, by line of old rails R1, at least two independent drawing spindles 28, 29. The front drawing spindles 28, one of the heads 28a of which is indicated in FIG. another of said tunnels T1 and capable of longitudinal movements relative to the retractable carriage 27; these screwdrivers are used to loosen the external fasteners 74 of the old rails R1. The rear drawers 29, one of the heads 29a of which is indicated in FIG. 5, are arranged following said tunnels T1 and are also capable of relative longitudinal movements; they serve to loosen the interior fasteners 75 of each line of old rails R1. As shown in FIGS. 5 and 6, said drawers 28, 29 are each mounted on a small mobile carriage 49, respectively 53 with two guide rollers 50, respectively 54. Each mobile carriage 49, 53 can be moved longitudinally according to the double arrow (Figure 5) by being guided by guide elements 51, respectively 55 which can slide on guide bars 48, respectively 52 fixed to the retractable carriage 27. The movement of each mobile carriage 49, 53 is effected by a control jack 56, respectively 57, such that, in the working position, the spinner remains stationary on the track and on the fastener which it loosens while the vehicle is advancing continuously with a constant speed, then, once the loosening is complete and the spinner raised, the mobile carriage advances on the retractable carriage 27 at a higher speed to that of vehicle 1 to make up for the distance traveled, until the next attachment.

The configuration described of the tunnels T1 and the spindles 28, 29 on a single carriage 27 ensures space saving and reduces the deflection, respectively the correction of the deflections in the curves.

Behind the retractable carriage 27 is provided a location 35 for dismantling the fasteners, from which begins a conveyor 37 of the old fasteners which are transported to a storage place.

The vehicle 1 also comprises, in front of the first internal bogie 6, a retractable carriage 30, the frame 58 (Figures 7 to 9) is suspended from the front frame 2 by lifting cylinders 60 and which, in the working position, rolls with its wheels 59 on the old R1 rails. On this retractable carriage 30 are mounted the second heating tunnels T2, of a length less than that of the tunnels T1, for example 1m.

As shown in FIG. 4, the central chassis 3 is provided, behind the first internal bogie 6 and before the rail clamps 18 intended for lifting the old detached R1 rails, with a retractable member for holding the sleepers 23 in the ballast by rolling support on the ends of said sleepers Tr, therefore outside of the old rails R1. In the example considered, it is a retractable carriage 23 with track 24, suspended from the central chassis 3 by a lifting and support cylinder 26 and which is provided with a coupling bar 26 'to the chassis 3, as well as support and guide cylinders 25. The length of the tracks 24 is such that at least four cross members Tr are always loaded. This tracked trolley exerts sufficient force on the sleepers Tr to keep them in place.

This member 23 is very important to prevent the sleepers from being raised when lifting the old rails, otherwise there is a risk that the stones of the ballast slip below the sleepers and change their position, which must absolutely be kept exact for the laying new R2 rails.

As shown in Figures 10 to 12, behind the rail clamps 20, 21, are arranged the auxiliary heating tunnels T3, each mounted on a retractable carriage 31 with two wheels 63 whose frame 62 is suspended from the central chassis 3 by jacks lifting 64, so that, in the working position, each auxiliary tunnel T3 rolls on a line of new rails R2. These T3 auxiliary tunnels are open in their lower part so that they can cover the new R2 rails from the top.

They come into operation only after an interruption of the work to heat the new R2 rails out of the T2 tunnels before their fixing and / or at the start of the work to heat the R2 rails already on track.

The workstation for attaching the fasteners of the new rails which have been correctly placed on the sleepers by rail clamps, comprises a mounting place 36 and means for tightening the fasteners of the new rails R2. These new fasteners are transported by a conveyor 38 from a storage place to the mounting place 36 and are tightened by screwdrivers 33 and 34 mounted on a retractable carriage 32 which is suspended from the rear chassis 4 between the bogies 7 and 8 and rolls, in the working position, on the new R2 rails. The construction of this retractable carriage 32 and the arrangement of the drawers 33 and 34 also capable of relative longitudinal movements, are similar to those of the retractable frame 27, with the drawers 28, 29, but naturally without the heating tunnels. The spindles 33 tighten the external fasteners and the spanners 34 the internal fasteners.

All the spindles 28, 29, 33, 34 can be robot machines controlled for the spotting, respectively the automatic attachment of the rail fasteners. It is also possible to use an automatic mechanical drawing element with four or eight heads.

The heating tunnels T1, T2, T3 each have an inductor formed by hollow turns. Figure 13 shows a tunnel T1 with its frame 65 in which is mounted the inductor 66 which forms a helix. T2 tunnels with their inductors are made in the same way, except that they are shorter. FIG. 14 shows an auxiliary tunnel T3 with its frame 65 ′ in which the inductor 69 is mounted, the turns of which are curved so as to form a sort of open vault at the bottom allowing it to cover the new rails R2 from the top. The inside diameter of the inductors, respectively, for the inductor 69 of the tunnel T3 the free interior space, are dimensioned in such a way that not only do they allow free passage of the rails R2, but also free passage of the places of the rails rows where are fitted with insulating joints and splices 61, as shown in FIGS. 9 and 12.

Thanks to the short length of the tunnels T1, T2, T3, it is not necessary for the rails R2 to be supported or guided inside these tunnels which are crossed freely by the rails, without mechanical contact.

For supplying the inductors, the vehicle 1 comprises a current transformer installation comprising, according to FIG. 1, at least two inverters S1, S2 per row of rails, each supplying a single-phase alternating current at medium frequency, preferably from 500 to 2,000 Hz, as well as capacitors C1, C2, C3 associated with the inductors. The inductors 66 of the tunnels T1 are supplied by two inverters S1 which, for example, have a power of the order of 50 to 150 kW each. Each inverter S1 is connected by a link M1 to a capacitor C1 which is connected to the corresponding inductor 66 by a coaxial cable L1 (Figures 5 and 13). The two inductors of the T2 tunnels are supplied by two inverters S2 which have a power lower than that of the inverters S1, preferably of the order of 30 to 100 kW each. Each inverter S2 is connected by a link M2 to a capacitor C2 connected itself by a coaxial cable L2 (Figure 7) to the corresponding inductor.

The two inductors 69 of the auxiliary tunnels T3 are each connected by a coaxial cable L3 (Figures 10 and 14) to a capacitor C3 which is connected by a link M3 (Figure 1) also to the corresponding inverter S2. An inverter 70 (Figure 15) allows each inverter S2 to be connected to the corresponding inductor of the tunnel T2 or to the corresponding inductor 69 of the tunnel T3.

Vehicle 1 also includes a closed-loop cooling installation for inverter circuits and inductors. Figures 13 and 14 show the inlet of the cooling water 67, respectively 67 'which flows inside the hollow turns 66, respectively 69, as well as the water outlets 68, respectively 68'.

The vehicle 1 is also provided with a device for measuring the running speed 40 of a new rail R2 (FIGS. 1 and 15), as well as, by line of rails, at least three temperature sensors 39 new R2 rails arranged respectively in front of the first heating tunnel T1, in front of the second heating tunnel T2 and in front of the auxiliary heating tunnel T3. Figures 1 and 15 show four sensors 39. Preferably, these are non-contact infrared thermometers.

FIG. 15 shows the block diagram of the control with the electronic control unit 71 which is, according to FIG. 1, installed in the front cabin of the vehicle 1. To this control unit 71 are connected the inverters S1, S2, the outputs of the device for measuring the running speed 40 of a new rail R2 and of the temperature sensors 39 as well as an input unit 72 for the set values and an input unit 73 for the external information . The external information includes all essential external factors, namely the profile of the rails, the type of steel in which the rails are made, the outside temperature and, if applicable, other factors which could influence the speed. rail cooling (rain, wind, etc.).

Figure 15 also shows the connections of the inverter S1 with the capacitor C1 and the tunnel T1 by connections M1, L1 as well as of the inverter S2, via the inverter 70, with the capacitor C2 or C3 and the tunnel T2 or T3 via the connections M2, M3, L2, respectively L3.

The electronic control unit 71 comprises the processing of temperature measurements, the regulation of the heating stations, the management and the control of the process as a function of the values of the temperature of the rails before their exposure to heating, of the running speed of the heating elements with respect to the rails, the speed of the change in temperature of the rails after heating until the moment of their fixing to the track, indicated in FIG. 15 by the rectangle 33, 34 representing the fastening drawers.

Thanks to this electronic control of the inverters according to the measurement data, a correct neutralization temperature is ensured for the new R2 rails when they are fixed to the sleepers.

The invention is not limited to the form of execution which has just been described and numerous variants could be made without departing from the scope of the invention.

Claims (7)

Device for replacing and neutralizing rails of railway tracks running on the old and on the new track, equipped with means for gripping, supporting and guiding the new rails (R2), with heat sources continuously heating the lines new rails (R2) to neutralize them during the advance of the device, means for measuring and controlling the temperature of the new rails (R2), means for detaching the old rails (R1) from the sleepers, means for gripping and guiding of the old detached rails (R1), of means for guiding and laying the new rails (R2) on the sleepers, as well as of means for attaching to the sleepers the new rails (R2) brought to the desired temperature, device characterized in that it consists of a single articulated vehicle (1) comprising a front chassis (2), a central chassis (3) and a rear chassis (4) resting at their ends on four bogies (5, 6, 7, 8) in all, the two int bogies blanks (6, 7) each supporting one end of the central chassis (3) and each provided with a hinge (9, 10) on which the rear end of the front chassis (2) and the front end are supported respectively of the rear chassis (4) arranged on either side of the central chassis (3), the wheels of the front bogie (5) and of the first internal bogie (6), relative to the direction of travel, rolling on the old rails ( R1) and the wheels of the second internal bogie (7) and the rear bogie (8) rolling on the new rails (R2), in that said front (2) and central (3) chassis are provided with several rail clamps ( 11 to 17) adjustable to grip, support and guide the new rails (R2) so that they pass under the axles of the front bogie (5) and the first bogie respectively internal (6), in that said central chassis (3) is provided with several rail clamps (18 to 21) removable and retractable for lifting and spreading the two rows of old rails (R1) and for spreading and lowering the two rows of new rails (R2) for their installation on the sleepers, as well as, behind the first internal bogie (6), a retractable member for holding the sleepers (23) in the ballast by rolling supports (23) on the ends of said sleepers (Tr), in that said heat sources comprise for each row of new rails (R2) a first tunnel of medium frequency induction heating (T1) mounted on the front frame (2), behind the bogie front (5), then a second medium frequency induction heating tunnel (T2) mounted in front of the first internal bogie (6), as well as an auxiliary heating tunnel (T3) by medium frequency induction, mounted on the chassis central (3) in front of the second internal bogie (7), these tunnels being equipped with inductors (66, 69), in that said means for detaching the old rails (R1) are located between the front bogie (5) and the first internal bogie (6) and said means for attach the new rails (R2) are located between the second internal bogie (7) and the rear bogie (8), in that said vehicle comprises a current transformer installation for supplying the heating tunnels (T1, T2, T3 ) comprising at least two inverters (S1), preferably with a power of the order of 50 to 150 kW each and two inverters (S2) with a lower power, preferably of the order of 30 to 100 kW, each supplying an alternating current at medium frequency, in that said vehicle is equipped with a cooling installation (67, 68) in closed loop of the circuits of the inverters (S1, S2) and of the inductors (66, 69) of the tunnels of heating (T1, T2, T3), in that said vehicle comprises, by line of rails, at least three sensors (39) of the temperature of the new rails (R2) disposed respectively in front of the first heating tunnel (T1), in front the second heating tunnel (T2) and in front of the auxiliary heating tunnel (T3), as well as a device for measuring the running speed (40) of a new rail (R2), an electronic control unit (71 ) to which said inverters (S1, S2), said traveling speed measuring device (40), said temperature sensors (39) and input units (72, 73) for set values are connected and outside information. Device according to claim 1, characterized in that said front frame (2) is provided, behind the front bogie (5), with a retractable carriage (27) running high and rolling in the working position on the old rails (R1), and on which are arranged, on either side of its longitudinal axis (A), two heating tunnels (T1) and an automatic dowelling installation comprising at least two screwdrivers (28, 29) per line d 'old rails (R1), the first two front drawers (28) being arranged on either side of all of said heating tunnels (T1) and capable of relative longitudinal movements, serving to loosen the external fasteners (74) of each line of old rails (R1), the two rear drawers (29) being arranged following said heating tunnels (T1) and also capable of relative longitudinal movement, serving to loosen the internal fasteners (75) of each line old rails (R1). Device according to claim 2, characterized in that each spinner (28, 29) is mounted on a mobile carriage (49, 53) suspended on said retractable carriage (27) and provided with rollers (50, 54) rolling in the position of work, on the old rails (R1), each mobile carriage (49, 53) being longitudinally displaceable relative to the retractable carriage (27) by a drive member. Device according to claim 1, characterized in that said means for attaching the new rails (R2) comprise at least two automatic spindles (33, 34) per line of new rails, installed on a retractable carriage (32) and capable of relative movements longitudinal with respect to this retractable carriage (32), used to tighten the fasteners of each new rail (R2). Device according to one of claims 1 to 4, characterized in that said second heating tunnels (T2) are arranged on a retractable carriage (30) suspended from the front chassis (2) and rolling, in the working position, on the old rails (R1). Device according to one of claims 1 to 5, characterized in that said auxiliary heating tunnels (T3) are each arranged on a retractable carriage (31) with two wheels (63), suspended from the central chassis (3) so that , in the working position, each auxiliary heating tunnel runs on a line of new rails (R2). Device according to one of claims 1 to 6, characterized in that each inductor (69) of said auxiliary heating tunnels (T3) is open so that they cover the rails (R2) to be treated without completely surrounding them.

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