EP0551798B1 - 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 (see EP-A-0466651 which constitutes the state of the art according to Article 54 (3) EPC), such a device for replacing and neutralizing the rails is proposed comprising a train composed of at least two working units traveling at a 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 the 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 observed 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 clamps 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 previously transported to the site, deposited in the middle of the old track between the old R1 rails and welded to form two rows of continuous rails. These R2 rows of rails are lifted and guided through the heating tunnels when the vehicle advances. For the substitution, the vehicle 1 also comprises work stations making it possible to respectively remove and attach the fasteners of the old and 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 rows 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 file 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, of at least two rail clamps 19, 21, also removable and retractable to spread and lower these two new R2 rails for their 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 frame 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 file, old rails R1, at least two independent drawing spindles 28, 29. The front drawing spindles 28, one of the heads 28a of which is shown in FIG. 5, are arranged on both sides 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 row 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) while 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 further 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 caterpillar 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 under 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 work to heat the new R2 rails out of the T2 tunnels before fixing them and / or at the start of the work to heat the R2 rails already on track.

The work station for attaching the fasteners of the new rails which have been correctly placed on the sleepers by rail clips, includes a mounting place 36 and means for tightening the fasteners of the new R2 rails. 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 spindles 33 and 34 also capable of relative longitudinal movements, are similar to those of the retractable frame 27, with the spindles 28, 29, but naturally without the heating tunnels. The spindles 33 tighten the external fasteners and the spanners 34 the internal fasteners.

All spindles 28, 29, 33, 34 can be robot-machines controlled for spotting, respectively the automatic attachment of 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 locations of the rows of rails 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 traversed 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 have, for example, 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) makes it possible to connect each inverter S2 to the corresponding inductor of the tunnel T2 or to the inductor 69 corresponding to the tunnel T3.

Vehicle 1 also includes a closed-loop cooling installation for inverter circuits and inductors. FIGS. 13 and 14 show the inlet of the cooling water 67, respectively 67 'which circulates inside the hollow turns 66, respectively 69, as well as the outlets of the water 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 external 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 the 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 to it without departing from the scope of the invention.

Claims (7)

1. Device for the substitution and neutralisation of the rails of railway tracks running on the old and on the new track, provided with means for catching, supporting and guiding the new rails (R2), with sources of heat heating continuously the new railtracks (R2) for neutralising them during the advance of the device, with means for measuring and controlling the temperature of the new rails (R2), with means for detaching the old rails (R1) from the sleepers, with means for catching and guiding the detached old rails (R1), with means for guiding and laying the new rails (R2) on the sleepers, and with means for attaching the new rails (R2), brought to the desired temperature, on the sleepers, characterized in that the device consists of one only articulated vehicle (1) comprising a fore framework (2), a central framework (3) and a rear framework (4) resting with their ends on four bogies (5, 6, 7, 8), each of the two inner bogies (6, 7) supporting an end of the central framework (3) and being provided with an articulation (9, 10) on which are resting the rear end of the fore framework (2) and the fore end of the rear framework (4), respectively, disposed on each side of the central framework (3), the wheels of the fore bogie (5) and of the first inner bogie (6) in running direction running on the old rails (R1) and the wheels of the second inner bogie (7) and of the rear bogie (8) running on the new rails (R2), in that said fore framework (2) and central framework (3) are provided with several rail lifters (11 to 17) adjustable for catching, supporting and guiding the new rails (R2) in such a way that the new rails (R2) pass under the axles of the fore bogie (5) and of the first inner bogie (6), respectively, in that said central framework (3) is provided with several movable and retractable rail lifters (18 to 21) for lifting up and separating the two old railtracks (R1) and for separating and bringing down the two new railtracks (R2) in order to install them on the sleepers, and with a retractable element behind the first inner bogie (6) for keeping the sleepers in the ballast (23) by means of supports (24) running on the ends of said sleepers (Tr), in that said sources of heat comprise for each new railtrack (R2) a first heating tunnel (T1) with medium-frequency induction heating mounted on the fore framework (2) behind the fore bogie (5), a second heating tunnel (T2) with medium-frequency induction heating mounted before the first inner bogie (6), and an auxiliary heating tunnel (T3) with medium-frequency induction heating mounted on the central framework (3) before the second inner bogie (7), these tunnels being provided with inductors (66, 69), in that said means for detaching the old rails (R1) are located between the fore bogie (5) and the first inner bogie (6) and said means for attaching the new rails (R2) are located between the second inner bogie (7) and the rear bogie (8), in that said vehicle comprises a current transforming installation for the supply of the heating tunnels (T1, T2, T3) comprising at least two inverters (S1), by preference each with a power in the order of magnitude of 50 to 150 kW, and two inverters (S2) with a lower power, by preference in the order of magnitude of 30 to 100 kW, each inverter supplying a medium-frequency alternating current, in that said vehicle is provided with a cooling installation (67, 68) in closed loop cooling the circuits of the inverters (S1, S2) and inductors (66, 69) of the heating tunnels (T1, T2, T3), in that said vehicle comprises for each railtrack at least three sensors (39) of the temperature of the new rails (R2) disposed before the first heating tunnel (T1), before the second heating tunnel (T2) and before the auxiliary heating tunnel (T3), respectively, and an apparatus for measuring the advance speed (40) of a new rail (R2), and an electronic control unit (71) to which said inverters (S1, S2), said apparatus for measuring the advance speed (40), said sensors (39) of the temperature and input units (72, 73) for index values and external informations are connected.
2. Device according to claim 1, characterized in that said fore framework (2) is provided behind the fore bogie (5) with a carriage (27) retractable when running light, and running in working position on the old rails (R1), and on which are disposed on each side of its longitudinal axis (A) two heating tunnels (T1) and an automatic sleeper screwdriver installation comprising at least two sleeper screwdrivers (28, 29) for each old railtrack (R1), the two first fore sleeper screwdrivers (28) being arranged on each side of the group of said heating tunnels (T1) and being able to carry out longitudinal relative movements serving to screwing off the external attachments (74) of each old railtrack (R1), the two rear sleeper screwdrivers (29) being arranged behind said heating tunnels (T1) and being also able to carry out longitudinal relative movements serving to screwing off the inner attachments (75) of each old railtrack (R1).
3. Device according to claim 2, characterized in that each sleeper screwdriver (28, 29) is mounted on a movable carriage (49, 53) suspended on said retractable carriage (27) and provided with rollers (50, 54) running in working position on the old rails (R1), each movable carriage (49, 53) being movable lengthwise to the retractable carriage (27) by means of a driving element.
4. Device according to claim 1, characterized in that said means for attaching the new rails (R2) comprise at least two automatic sleeper screwdrivers (33, 34) for each new railtrack, installed on a retractable carriage (32) and able to carry out relative movements lengthwise to the retractable carriage (32) serving to screw down the attachments of each new rail (R2).
5. Device according to one of claim 1 to 4, characterized in that said second heating tunnels (T2) are arranged on a retractable carriage (30) suspended on the fore framework (2) and running in working position on the old rails (R1).
6. Device according to one of claims 1 to 5, characterized in that each of said auxiliary heating tunnels (T3) is arranged on a retractable carriage (31) with two wheels, suspended on the central framework (3) so that in working position, each auxiliary heating tunnel runs on a new railtrack (R2).
7. Device according to one of claims 1 to 6, characterized in that each inductor (69) of said auxiliary heating tunnels (T3) is opened so that the tunnels overlap the rails (R2) to be treated without surrounding them entirely.

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