EP1733096B2 - Appareil et procede de manutention de rails de chemin de fer - Google Patents

Appareil et procede de manutention de rails de chemin de fer Download PDF

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Publication number
EP1733096B2
EP1733096B2 EP05734048.1A EP05734048A EP1733096B2 EP 1733096 B2 EP1733096 B2 EP 1733096B2 EP 05734048 A EP05734048 A EP 05734048A EP 1733096 B2 EP1733096 B2 EP 1733096B2
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EP
European Patent Office
Prior art keywords
rail
moving means
railway
rail moving
handling apparatus
Prior art date
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EP05734048.1A
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German (de)
English (en)
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EP1733096A1 (fr
EP1733096B1 (fr
Inventor
William Francis Mcculloch
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W&D McCulloch Ltd
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W&D McCulloch Ltd
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Application filed by W&D McCulloch Ltd filed Critical W&D McCulloch Ltd
Priority to PL05734048T priority Critical patent/PL1733096T5/pl
Priority to EP08019230A priority patent/EP2031129A1/fr
Publication of EP1733096A1 publication Critical patent/EP1733096A1/fr
Publication of EP1733096B1 publication Critical patent/EP1733096B1/fr
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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

Definitions

  • the present invention relates to railway rail handling apparatus and a method of handling railway rails using such apparatus.
  • Railway maintenance may involve replacing railway rails when they are worn. It is known within the railway maintenance industry to use apparatus that runs on an existing railway to lift worn rails and lay replacement rails. GB 1020111 and DD 102756 disclose such apparatus having a railway undercarriage with railway engaging wheels to allow the apparatus to run on an existing railway when in use. A disadvantage of such apparatus is that it needs to be lifted onto the railway to bring it into use.
  • road-rail plant such as that provided by Colmar and Atlas.
  • Road-rail plant is termed as such because it is provided with both ground engaging wheels and railway engaging wheels so that it is capable of moving over the ground and along a railway.
  • the road-rail plant is brought into use by driving the plant onto an existing railway by means of the ground-engaging wheels.
  • the railway engaging wheels are then brought into engagement with the railway.
  • replacement rails are deposited by the side of the railway and the road-rail plant is used as it moves along the railway to move worn rails to one side of the railway and replacement rails into position before they are secured to the sleepers.
  • US 3 635 164 describes an apparatus for transposing a pair of rails already installed, so as to reverse their positions and extend their life.
  • the apparatus comprises a vehicle which runs on four wheels, with pairs of threader eyes extending from its front and rear on arms.
  • the present invention represents a significant departure from conventional approaches to railway rail handling in that the present invention operates as trackside apparatus in contrast with conventional rail handling apparatus which is on track apparatus.
  • the present invention operates as trackside apparatus in contrast with conventional rail handling apparatus which is on track apparatus.
  • safety mechanisms e.g. to provide braking means on apparatus that runs on railways.
  • the reduced requirement for safety mechanisms can provide for a simpler, more lightweight apparatus.
  • a further drawback of on track apparatus is that its usability can be limited. For example, road-rail plant may only be operable where there are two railways side-by-side: a first railway for the road-rail plant to run on and a second railway being worked on by the plant.
  • the present invention has no requirement for two railways side-by-side.
  • Operation of the rail moving means within the footprint of the rail handling apparatus can provide for advantages over conventional approaches.
  • Road-rail plant normally makes use of an extendible boom which reaches out to grab a rail, which is then raised by the boom and moved to another location.
  • a counterbalance is usually required to neutralise the weight of the boom and the rail being moved.
  • Such a counterbalance is typically of such a weight that the road-rail plant is unsuited to track side operation. This is because the toad-rail plant tends to disturb the railway ballast, sink into the ground beside the railway or at least grip the ground in an unsatisfactory manner providing for uneven movement of the plant. Disturbance of the ballast supporting the railway sleepers is undesirable because it can necessitate time consuming work to remedy the disturbance.
  • Operation within the footprint according to the present invention as claimed reduces imbalances in the railway rail handling apparatus that may be caused by forces exerted in handling a rail, whereby the need for a counterbalance is at least reduced.
  • a maintenance operation may involve moving a worn railway rail, which is to be replaced, from a first position to a second position, e.g. from a railway to one side of the railway. Accordingly, the rail moving means may be configured to progressively bend the rail laterally over the ground.
  • the railway rail handling apparatus may be positioned such that the rail moving means is located generally over the side of the railway to which it is desired to move the rail. Then an end of rail (e.g. a worn rail) may be bent towards and brought into engagement with the rail moving means. The bending of the end of the rail is made possible by the rail's inherent flexibility.
  • the rail moving means may be moved progressively and longitudinally along the rail. As the rail moving means moves progressively along the rail, it progressively bends successive parts of the rail laterally of an unbent part of the rail and in a direction away from the railway to move the rail to one side of the railway.
  • the above described operation may be repeated starting with the rail moving means located generally over the position on the railway to where it is desired to move the replacement rail.
  • the rail moving means may be further configured to support a part of the rail above the ground.
  • the railway rail handling apparatus may only need to support a part of the weight of a rail in addition to bearing forces exerted on the apparatus during bending of the rail. This is in contrast to the road-rail apparatus which normally lifts an entire rail off the ground and therefore has to bear the entire weight of the rail. Lifting an entire rail off the ground can bend the rail to quite a significant extent and thereby put undesirable strain on the rail. Supporting a part of a rail can reduce the extent of bending and provide for a corresponding reduction in strain.
  • the railway rail handling apparatus may be configured for steering of the ground engaging wheel means over the ground.
  • the railway rail handling apparatus may be configured for steering of the ground engaging wheel means over the ground in a direction laterally of the rail as the rail moving means moves along the rail. Lateral steering of the railway rail handling apparatus can allow for control of to where the rail is moved. For example, at the start of a rail moving operation the rail moving means may be positioned closer to an end of rail to be moved so that the end need not be bent to a large extent before it is brought into engagement with the rail moving means. Steering of the railway rail handling apparatus can then be used to compensate for positioning the rail moving means closer to the end of the rail by steering the apparatus such that the rail is moved to a desired position.
  • the railway rail handling apparatus may be configured to move only one rail from a first position to a second position at a time. Therefore, the railway rail handling apparatus may need to be only as wide as is required to straddle one rail. This can provide for a narrower apparatus compared with certain prior art apparatus, thereby providing for use in narrow railway cuttings, tunnels, etc. Also, the railway rail handling apparatus can be more readily transported from one site to another on account of its smaller width.
  • the apparatus may further comprise two spaced apart apparatus support members for supporting the apparatus over a railway, the rail moving means being located between the two apparatus support members.
  • the rail moving means may be located between the two apparatus support members.
  • forces exerted on the rail moving means during bending of a rail can be distributed between the two apparatus support members.
  • the rail moving means supports a rail above the ground
  • the weight of the rail borne by the rail moving means can be distributed between the two apparatus support members.
  • the railway rail handling apparatus may be configured to distribute the weight substantially equally between the two apparatus support members.
  • the rail moving means may be locatable substantially half-way between the two apparatus support members.
  • the apparatus may be configured such that the rail moving means depends between the apparatus support members.
  • the apparatus may comprise a chassis means supported on the apparatus support members with the rail moving means depending from the chassis means.
  • the apparatus support members may be of a length which, in use, elevates the chassis means above a railway by a distance sufficient allow the rail moving means to raise a rail above the ground for proper operation of the rail moving means.
  • the apparatus support members raise the chassis means about 1 m above a railway.
  • Such forms of the invention may provide for railway rail handling apparatus of moderate height in contrast to known railway rail handling apparatus.
  • the moderate height of such forms of the present invention may provide for easier operation in the vicinity of overhead structures, such as overhead power lines, tunnel roofs and bridges.
  • the chassis means may comprise a platform upon which to mount further components of the railway rail handling apparatus, such as apparatus control equipment, pneumatic devices and power generating equipment.
  • the platform may define an aperture through which the rail moving means depends.
  • the platform may be positioned nearer the ground without a reduction in the extent to which the rail moving means may engage with a rail above the ground. Having a lower platform can provide an operator who is working behind the railway rail with an improved field of view over the top of the apparatus.
  • the rail moving means may be configured to be extendible. Thus, an elevation over the ground of a rail supported by the rail moving means may be varied. More specifically, the rail moving means may be progressively extendible. Extendibility may be achieved by providing the rail moving means with a telescopic body.
  • the railway rail handling apparatus may be configured for movement of the rail moving means on the railway rail handling apparatus laterally of a rail engaged in the rail moving means.
  • the need to position the railway rail handling apparatus such that the rail moving means is located where it is desired to move the replacement rail may be reduced.
  • the rail moving means may be positioned over the rail to be moved and when the end of the rail is engaged the rail moving means may be moved laterally on the railway rail handling apparatus to the desired position, perhaps as the railway rail handling apparatus moves over the ground.
  • a further advantage is that a need to steer the rail handling apparatus, e.g. to avoid an obstacle, may be reduced. Thus disturbance of ballast can be minimised.
  • the railway rail handling apparatus may be configured such that a part of the rail moving means that engages a rail describes a substantially linear path as it moves on the railway rail handling apparatus.
  • the rail moving means may be configured to swivel in relation to the railway rail handling apparatus.
  • the rail moving means may have an elongate body, with a first end of the elongate body mounted to swivel on the apparatus and a second opposite end of the elongate body configured to engage a rail.
  • swivelling of the rail moving means can bring it closer to an end of a rail at the start of a rail moving operation. This can have the advantage of reducing the extent to which the rail needs to be bent before it engages with the rail moving means.
  • Configuring the rail moving means for extendibility can also help bring the rail moving means closer to the end of the rail at the start of a rail moving operation.
  • the rail moving means may comprise user operable arresting means for arresting movement of the rail moving means in relation to the apparatus in a direction lateral of a rail.
  • the arresting means may be operated to prevent further lateral movement of the rail moving means in relation to the apparatus.
  • the arresting means may be a pin or the like that a user inserts into the rail moving means to prevent it from swivelling in relation to the apparatus.
  • the rail moving means may be configured for rotational movement in relation to the railway rail handling apparatus about an axis extending from the ground, when the railway rail handling apparatus is in use, and substantially perpendicular to a longitude of a rail engaged by the rail moving means. In use, the rail moving means can rotate to a position in relation to the railway rail handling apparatus to suit an angle to which the rail is to be or is being bent.
  • the rail moving means may define an aperture for receiving a rail lengthwise. More specifically, the aperture may be of sufficient dimensions to accommodate discontinuities and projections encountered on a surface of a rail, such as bolts, weld seams and fissures.
  • the rail moving means may be configured to completely encircle the part of the length of rail engaged by the rail moving means. This can have the advantage, in comparison with known rail grab devices and the like, of providing for secure engagement of the rail.
  • a rail moving means according to the first form of the invention is less likely to drop a rail on encountering discontinuities and projections on the surface of the rail.
  • the rail moving means may have a gate means moveable to allow a rail to be received by the rail moving means.
  • the gate means may be moved at the start of a rail moving operation to permit reception and engagement of a rail by the rail moving means.
  • the gate means may be mounted for rotation on a rotatable mounting.
  • the gate means may have locking means for locking the gate means in a closed position.
  • the rail moving means may be configured for ease of its movement longitudinally along a rail engaged by the rail moving means.
  • the rail moving means may be configured for ease of movement by means of one or more devices that engage with the rail, such as rollers, bearings, low friction surfaces, etc.
  • the apparatus may be configured to provide a rigid connection to the rail moving means at least in a direction lateral of a rail engaged in the rail moving means.
  • a force for bending a rail may be properly and controllably transmitted from the apparatus to the rail moving means.
  • the railway rail handling apparatus may further comprise railway rail raising means.
  • the railway rail raising means may be used to help raise an end of a rail towards the rail moving means, for example at the start of a rail moving operation.
  • the raising means may, for example, comprise a block and tackle arrangement.
  • the railway rail handling apparatus may comprise two spaced apart apparatus support members for supporting the apparatus over a railway and the ground engaging wheel means may be provided on the apparatus support means.
  • the ground engaging wheel means may comprise a continuous chain tread means.
  • a continuous chain tread means can provide for distribution of the weight of the railway rail handling apparatus, which can be advantageous when the apparatus is moving over ballast.
  • the continuous chain tread means may be of a length at least as great, as a standard spacing of railway sleepers.
  • at least some of the weight of the railway rail handling apparatus may be borne by the railway sleepers thereby reducing the likelihood of disturbing the ballast.
  • the two continuous chain tread means may be spaced apart to substantially the same extent as a standard rail to rail spacing. This can allow for the spaced apart continuous chain tread means to move over the ground close to the rails where the ballast is closer packed and less liable to disturbance.
  • the railway rail handling apparatus may comprise pneumatic systems for actuating one or more moving parts of the apparatus.
  • the railway rail handling apparatus may be configured to be self-propelled.
  • the railway rail handling apparatus may comprise an engine, e.g. such as a diesel engine, configured to provide motive power for the railway rail handling apparatus.
  • an engine e.g. such as a diesel engine, configured to provide motive power for the railway rail handling apparatus.
  • the railway rail handling apparatus may comprise a generator for providing power to actuate one or more moving parts of the apparatus. More specifically, the generator may comprise a diesel generator.
  • the railway rail handling apparatus may comprise user control means for user control of the apparatus.
  • One or more of the component parts of the railway rail handling apparatus may be formed of metal, such as steel.
  • FIGS. 1a and 1b respectively provide side and front views of a railway rail handling apparatus 10 according to the invention.
  • the apparatus 10 comprises rail moving means 12, which is located approximately half way between and depends between two spaced apart apparatus support members 14, 16.
  • the rail moving means 12 depends from a chassis 18, which is supported on the two spaced apart apparatus support members 14, 16.
  • a pneumatic system 20 On the chassis 18 are supported a pneumatic system 20, a diesel generator 22 and a user control 24, which provide pneumatic actuation, generation and user control of the railway rail handling apparatus in accordance with known techniques.
  • the diesel generator provides motive power for the railway rail handling apparatus.
  • a block and tackle arrangement 26 is mounted on the front of the chassis 18. The block and tackle arrangement can be moved to one of several positions between the spaced apart support members 14, 16.
  • a continuous chain tread 28 (which constitutes ground engaging wheel means) is provided at the end of each of the two spaced apart apparatus support members 14, 16.
  • FIG 2 shows the rail moving means 12 of Figures 1a and 1b in more detail.
  • the rail moving means comprises an elongate telescopic body 40, having a first part 42 that is telescopically received in a second part 44.
  • the upper end of the body 40 is mounted on the chassis 18 by means of a coupling 46, which provides for swivelling and/or rotation of the rail moving means in relation to the chassis.
  • a pin (not shown and which constitutes arresting means) is inserted by an operator into an upper part of the rail moving means to arrest swivelling and/or rotation in relation of the chassis.
  • the rail moving means 12 is configured to define an aperture 48 for receiving a rail.
  • the aperture 48 is defined by two spaced apart side members 50, 52, a plate 54 substantially perpendicular to the spaced apart side members 50, 52 and a roller 56 (which constitutes a gate means) spaced apart from the plate.
  • the aperture is of sufficient dimensions to accommodate discontinuities and projections encountered on a surface of a rail, as the rail moving means is moved along the rail.
  • the side members 50, 52 can be rotated in the direction of the arrows.
  • roller 56 As the roller 56 is attached to one of the side members 50, rotation of that side member 50 swivels the roller 56 to one side, thereby permitting a rail to be received between the side members from below.
  • a retractable bolt 58 provided on the roller 56 is received in a corresponding locking aperture 60 provided in one of the side members 52.
  • two rotatable handle supports 62, 64 are provided on the top of the plate 54, with a handle 66 extending from a side of one of the handle supports 62.
  • the handle supports 62, 64 and handle 66 are not shown in Figures 1a and 1b for the sake of clarity.
  • the handle supports can be rotated sideways, as shown in Figure 2 .
  • the handle supports 62, 64 may be rotated independently of the side members 50, 52; alternatively, the side members and handle supports may be in mechanical communication such that a handle support will rotate with its corresponding side member.
  • the handle 66 that extends from one of the handle supports 62 engages with the other handle support 64 to provide a convenient operator handle, which extends across the front of the rail moving means 12.
  • Structural parts of the railway rail handling apparatus such as the chassis 18, the support members 14, 16, the block and tackle arrangement 26, the rail moving means 12, etc, are largely formed of a metal, such steel.
  • the continuous chain tread 28 may be formed of rubber, plastics or similar such material.
  • a height of the railway rail handling apparatus 10 from the ground to the chassis 18, when the apparatus is standing on the continuous chain tread 28 is about 1m.
  • a width of the chassis 18 from one support member to the other 14, 16 is about 1 m.
  • a length of the apparatus from the front of the continuous chain tread to its rear is about 1.7m and the length of the chassis is about 1m.
  • the rail moving means has a diameter of about 0.2m.
  • the length of the rail moving means in the fully retracted state is about 0.7m and in the fully extended state is about 0.9m.
  • the aperture defined by the rail moving means for receiving a rail is about 0.2m high and 0.2m wide.
  • FIGS 3a, 3b and 4 it will be seen that these figures illustrate a use of the apparatus shown in Figures 1a, 1b and 2 . Accordingly, the reader is directed to the description given with reference to Figures 1a, 1b and 2 in the preceding paragraphs for a description of those components that are common to Figures 3a to 4 .
  • the railway rail handling apparatus 10 is manoeuvred over the ground by means of the continuous chain tread 28 so that the rail moving means 12, when substantially vertical to the ground, is over a location (e.g. part of a railway) to which it is desired to move a rail.
  • the side members 50, 52 and the rotatable handle supports are rotated to take up the position shown in Figure 2 .
  • the pin, which is used to arrest swivelling of the rail moving means is removed.
  • the block and tackle arrangement 26 is moved to a position between the two spaced apart members 14, 16, which is above or at least as close as possible to a rail 80 lying on the ground.
  • the rail moving means 12 is swivelled sideways towards the rail 80 and, at much the same time, the block and tackle arrangement 26 used to raise an end 82 of the rail above the ground and towards the open end of the rail moving means 12.
  • an operator may use the inherent flexibility of the rail to bend the end of the rail laterally towards the rail moving means, e.g. by means of a crowbar or other such tool.
  • the rail moving means 12 and the end 82 of the rail are manoeuvred so that the end 82 is received in the aperture 48 defined by the side members 50, 52 of the rail moving means 12.
  • the telescopic body 40 of the rail moving means 12 may be extended or retracted to aid location of the end 82 of the rail in the aperture 48.
  • the side members 50, 52 (along with the handle supports 62, 64) are rotated to close the rail moving means 12 so that that they take up the position shown in Figures 3a and 3b .
  • the block and tackle arrangement 26 can now be disengaged from the end of the rail.
  • the retractable bolt 58 is received in the corresponding locking aperture to hold the side members 50, 52 and roller 56 securely in place.
  • the rail moving means completely encircles the end 82 of the rail.
  • the end 82 of the rail on the roller 56 and thus part of the rail is supported above the ground.
  • the set-up procedure concludes with the rail moving means 12 being swivelled back to be substantially vertical to the ground and the pin re-inserted to arrest further swivelling of the rail moving means 12 in relation to the chassis 18. This concludes the set-up procedure.
  • the railway rail handling apparatus 10 Upon conclusion of the set-up procedure, the railway rail handling apparatus 10 is driven on the continuous chain tread 28 so that the rail moving means 12 moves longitudinally along the rail 80.
  • the presence of the roller 56 provides for ease of movement of the rail moving means along the rail.
  • Rotation of the rail moving means 12 in relation to the chassis 18 about an axis extending substantially vertically from the ground can ease travel of the rail moving means along the rail.
  • Figure 4 provides a plan view of the railway rail handling apparatus 10 in operation, with the arrow indicating the direction of movement of the apparatus along the rail 80.
  • the rail moving means 12 engages with successive parts of the rail to bend them laterally of the as yet unbent part of the rail in a continuous manner.
  • the bending of the rail is made possible by its inherent flexibility.
  • the rail is progressively moved from its initial location to a location generally below the rail moving means 12. This operation continues until the end of the rail is reached.
  • Steering of the apparatus can be achieved by independent control of the two continuous chain treads 28. Steering allows an operator to control to where the rail is moved.
  • the rail moving means 12 is disengaged from the rail by driving the apparatus 10 until the furthest end of the rail is reached and the furthest end drops from the rail moving means.
  • the rail moving means 12 is operative within a footprint defined by the railway rail handling apparatus 10 over the ground.
  • Figures 5a and 5b are partial side and plan views of an alternative embodiment of the railway rail handling apparatus, in which the chassis 18 defines an aperture 19 through which the rail moving means 40 depends.
  • the rail moving means 12 extends above the chassis, thereby allowing for the support members 14, 16 to be shortened and the height of the apparatus to be reduced.
  • the rail moving means L 2 is movable to and fro laterally of a rail engaged by the rail moving means in the aperture 19 (as indicated by the arrows of Figure 5b ).
  • the rail moving means 12 moves to and fro on a train (not shown) under power provided by the diesel generator.
  • This embodiment provides several advantages. More specifically, the rail moving means 12 can be moved laterally during engagement of a rail with the rail moving means.
  • the rail moving means can be moved laterally during bending of a rail, e.g. to avoid an obstacle, without disturbing ballast by having to steer the railway rail handling apparatus 10 on the continuous chain tread 28. Furthermore, the rail moving means can be moved laterally to control a position to where a rail is being moved by the railway rail handling apparatus.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Replacing, Conveying, And Pick-Finding For Filamentary Materials (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Automatic Analysis And Handling Materials Therefor (AREA)
  • Chain Conveyers (AREA)

Claims (28)

  1. Appareil de manutention de rails de chemin de fer (10) configuré pour une opération en bordure de voie et comprenant un moyen formant roue en prise avec le sol (28) et un moyen de déplacement de rail (12), lequel est configuré pour se mettre en prise avec un rail de chemin de fer (80) sur une partie de sa longueur, le moyen de déplacement de rail (12) étant en outre configuré pour se déplacer progressivement de façon longitudinale sur le rail (80) à mesure que l'appareil de manutention de rails de chemin de fer (10) se déplace sur le moyen formant roue en prise avec le sol (28) et, à mesure que le moyen de déplacement de rail (12) se déplace ainsi, pour plier progressivement le rail (80) latéralement à une partie non pliée du rail (80) pour déplacer de ce fait le rail (80) d'une première position à une deuxième position,
    caractérisé en ce que le moyen de déplacement de rail (12) est, lors de l'utilisation, opérationnel au sein de l'aire de contact de l'appareil sur le sol, afin de réduire des déséquilibres dans l'appareil de manutention de rails de chemin de fer (10) qui peuvent être causés par des forces exercées lors de la manutention d'un rail, l'aire de contact étant définie par le moyen formant roue en prise avec le sol (28),
    dans lequel l'appareil de manutention de chemin de fer n'a aucun moyen de déplacement de rail (12) qui est, lors de l'utilisation, opérationnel en dehors de l'aire de contact de l'appareil sur le sol.
  2. L'appareil de la revendication 1 dans lequel le moyen de déplacement de rail (12) est configuré pour soutenir une partie du rail (80) au-dessus du sol.
  3. L'appareil de n'importe quelle revendication précédente dans lequel l'appareil de manutention de rails de chemin de fer (10) est configuré pour diriger le moyen formant roue en prise avec le sol (28) par-dessus le sol.
  4. L'appareil de n'importe quelle revendication précédente dans lequel l'appareil de manutention de rails de chemin de fer (10) est configuré pour déplacer ou élever un seul rail (80) à la fois d'une première position à une deuxième position.
  5. L'appareil de n'importe quelle revendication précédente comprenant en outre deux éléments de soutien espacés l'un de l'autre (14, 16) montés sur le moyen formant roue en prise avec le sol (28) et soutenant le moyen de déplacement de rail (12) pour une opération dans un espace entre lesdits éléments de soutien (14, 16).
  6. L'appareil selon la revendication 5 dans lequel lesdits éléments de soutien (14, 16) sont espacés d'une distance de 1 m dans une direction transversale.
  7. L'appareil des revendications 5 ou 6 dans lequel l'appareil comprend en outre un moyen formant châssis (18) qui s'étend entre les éléments de soutien d'appareil (14, 16).
  8. L'appareil de la revendication 7 dans lequel la longueur du châssis (18) est d'approximativement 1 m.
  9. L'appareil de la revendication 7 ou de la revendication 8 dans lequel la hauteur du sol au châssis (18) est d'approximativement 1 m.
  10. L'appareil de n'importe lesquelles des revendications 7 à 9 dans lequel le moyen formant châssis (18) est soutenu par quatre éléments de soutien espacés les uns des autres (14, 16).
  11. L'appareil de la revendication 10 dans lequel les éléments de soutien (14, 16) sont espacés d'approximativement 1 m dans une direction longitudinale.
  12. L'appareil de n'importe lesquelles des revendications 1 à 11 dans lequel la longueur totale de l'appareil sur le moyen formant roue en prise avec le sol (28) est d'approximativement 1,7 m.
  13. L'appareil de n'importe lesquelles des revendications 9 à 12 dans lequel le moyen formant châssis (18) comprend une plate-forme qui définit une ouverture dans laquelle est enclenché le moyen de déplacement de rail (12).
  14. L'appareil de n'importe lesquelles des revendications 1 à 13 dans lequel le moyen de déplacement de rail (12) est configuré pour être extensible.
  15. L'appareil de n'importe lesquelles des revendications 1 à 14 configuré pour déplacer le moyen de déplacement de rail (12) sur l'appareil de manutention de rails de chemin de fer (10) latéralement à un rail en prise dans le moyen de déplacement de rail (12).
  16. L'appareil de n'importe lesquelles des revendications 1 à 15 dans lequel le moyen de déplacement de rail (12) est configuré pour pivoter par rapport à l'appareil de manutention de rails de chemin de fer (10).
  17. L'appareil de la revendication 16 dans lequel le moyen de déplacement de rail (12) a un corps allongé, une première extrémité du corps allongé étant montée pour pivoter sur l'appareil et une deuxième extrémité opposée du corps allongé étant configurée pour se mettre en prise avec un rail (80).
  18. L'appareil de n'importe lesquelles des revendications 1 à 17 dans lequel le moyen de déplacement de rail (12) comprend un moyen d'arrêt pouvant être opéré par un utilisateur destiné à arrêter un déplacement du moyen de déplacement de rail (12) par rapport à l'appareil dans une direction latérale à un rail (80).
  19. L'appareil de n'importe lesquelles des revendications 1 à 18 dans lequel le moyen de déplacement de rail (12) est configuré pour permettre un déplacement rotatif du rail soutenu (80) par rapport à l'appareil de manutention de chemin de fer (10) autour d'un axe substantiellement vertical.
  20. L'appareil de n'importe lesquelles des revendications 1 à 19 dans lequel le moyen de déplacement de rail (12) est configuré pour encercler complètement une partie de la longueur du rail (80) en prise par le moyen de déplacement de rail (12).
  21. L'appareil de la revendication 20 dans lequel le moyen de déplacement de rail (12) inclut un moyen formant porte pouvant s'ouvrir pour permettre à un rail (80) d'être reçu par le moyen de déplacement de rail (12).
  22. L'appareil de n'importe lesquelles des revendications 1 à 21 dans lequel le moyen de déplacement de rail (12) est configuré pour faciliter son déplacement de façon longitudinale sur un rail (80) en prise par le moyen de déplacement de rail (12) au moyen d'un ou de plusieurs organes parmi un rouleau (56), un palier et une surface à coefficient de frottement réduit.
  23. L'appareil de n'importe lesquelles des revendications 1 à 22 comprenant en outre un moyen d'élévation de rail de chemin de fer (26) pouvant être opéré pour élever une extrémité d'un rail (80) vers le moyen de déplacement de rail (12).
  24. L'appareil de n'importe quelle revendication précédente dans lequel le moyen formant roue en prise avec le sol (28) comprend au moins une paire de moyens de surface de roulement à chaîne continue.
  25. L'appareil de la revendication 24 comprenant deux moyens de surface de roulement à chaîne continue, les deux moyens de surface de roulement à chaîne continue étant espacés l'un de l'autre dans substantiellement la même mesure qu'un espacement de rail à rail standard.
  26. L'appareil de la revendication 24 ou de la revendication 25 dans lequel le moyen de surface de roulement à chaîne continue est d'une longueur au moins aussi grande qu'un espacement standard de traverses de chemin de fer.
  27. L'appareil de n'importe quelle revendication précédente incluant un générateur (22) de force motrice grâce auquel l'appareil est autopropulsé.
  28. Une méthode de manutention d'un rail de chemin de fer (80) au moyen d'un appareil de manutention de rails de chemin de fer (10) qui est configuré pour une opération en bordure de voie et qui comprend un moyen formant roue en prise avec le sol (28), la méthode comprenant :
    mettre en prise un rail de chemin de fer (80) sur une partie de sa longueur par un moyen de déplacement de rail (12) de l'appareil de manutention de rails de chemin de fer (10), et
    déplacer l'appareil de manutention de rails de chemin de fer (10) sur le moyen formant roue en prise avec le sol (28) pour déplacer de façon progressive le moyen de déplacement de rail (12) de façon longitudinale sur le rail (80) pour plier de façon progressive le rail (80) de façon latérale d'une partie non pliée du rail (80) pour déplacer dès lors le rail (80) d'une première position à une deuxième position,
    caractérisée en ce que le moyen de déplacement de rail (12) est opéré au sein d'une aire de contact sur le sol du moyen formant roue en prise avec le sol (28), afin de réduire des déséquilibres dans l'appareil de manutention de rails de chemin de fer (10) qui peuvent être causés par des forces exercées lors de la manutention d'un rail,
    dans laquelle aucun moyen de déplacement de rail (12) n'est opérationnel en dehors de l'aire de contact de l'appareil sur le sol.
EP05734048.1A 2004-03-27 2005-03-24 Appareil et procede de manutention de rails de chemin de fer Active EP1733096B2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL05734048T PL1733096T5 (pl) 2004-03-27 2005-03-24 Urządzenie do manewrowania szynami kolejowymi oraz sposób
EP08019230A EP2031129A1 (fr) 2004-03-27 2005-03-24 Appareil et procédé de manipulation de rail de train

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB0406945.6A GB0406945D0 (en) 2004-03-27 2004-03-27 Rail track handling apparatus and method
PCT/GB2005/001164 WO2005095716A1 (fr) 2004-03-27 2005-03-24 Appareil et procede de manutention de rails de chemin de fer

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP08019230A Division EP2031129A1 (fr) 2004-03-27 2005-03-24 Appareil et procédé de manipulation de rail de train
EP08019230A Division-Into EP2031129A1 (fr) 2004-03-27 2005-03-24 Appareil et procédé de manipulation de rail de train

Publications (3)

Publication Number Publication Date
EP1733096A1 EP1733096A1 (fr) 2006-12-20
EP1733096B1 EP1733096B1 (fr) 2009-05-13
EP1733096B2 true EP1733096B2 (fr) 2019-09-04

Family

ID=32188837

Family Applications (2)

Application Number Title Priority Date Filing Date
EP08019230A Withdrawn EP2031129A1 (fr) 2004-03-27 2005-03-24 Appareil et procédé de manipulation de rail de train
EP05734048.1A Active EP1733096B2 (fr) 2004-03-27 2005-03-24 Appareil et procede de manutention de rails de chemin de fer

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP08019230A Withdrawn EP2031129A1 (fr) 2004-03-27 2005-03-24 Appareil et procédé de manipulation de rail de train

Country Status (12)

Country Link
US (1) US20080072783A1 (fr)
EP (2) EP2031129A1 (fr)
AT (1) ATE431460T1 (fr)
AU (1) AU2005229249B2 (fr)
CA (1) CA2561430C (fr)
DE (1) DE602005014457D1 (fr)
DK (1) DK1733096T4 (fr)
ES (1) ES2326541T5 (fr)
GB (2) GB0406945D0 (fr)
PL (1) PL1733096T5 (fr)
WO (1) WO2005095716A1 (fr)
ZA (1) ZA200608639B (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2453754A (en) * 2007-10-17 2009-04-22 W & D Mcculloch Apparatus and methods for handling railway rails and ancillary components
ES2319953B1 (es) * 2008-10-21 2010-07-07 Tecsa Empresa Constructora, S.A. Dispositivo para descarga y colocacion de carriles en una via paralela a otra existente.
ES2361309B1 (es) * 2009-06-23 2012-05-16 Fcc Construccion S.A. Procedimiento de instalación de v�?a férrea, sobre balasto, sin v�?a auxiliar.
FR2968018B1 (fr) * 2010-11-29 2013-08-16 Europ De Travaux Ferroviaires Etf Procede de construction de voie ferree.
GB201116743D0 (en) 2011-09-28 2011-11-09 W & D Mcculloch Ltd Flash butt welder
ES2387490B1 (es) * 2012-06-01 2013-07-30 Ferrovial Agromán S.A. Máquina de tiro para la descarga y colocación de vías de ferrocarril
GB201612065D0 (en) 2016-07-12 2016-08-24 W & D Mcculloch Apparatus for lifting and moving a rail
GB201612063D0 (en) * 2016-07-12 2016-08-24 W & D Mcculloch Apparatus for lifting and moving a rail
GB201616130D0 (en) * 2016-09-22 2016-11-09 W & D Mcculloch Limited Apparatus for moving rail ballast
GB2608636A (en) 2021-07-08 2023-01-11 Txm Plant Ltd Railway-works support apparatus

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GB1010111A (en) † 1962-05-25 1965-11-17 Standard Telephones Cables Ltd Vapour deposition of metallic films
US3465687A (en) † 1966-11-18 1969-09-09 New York Central Railroad Co T Rail positioning system
US4152991A (en) † 1976-09-24 1979-05-08 Caterpillar Tractor Co. Ripping apparatus
EP0084298A1 (fr) † 1981-10-27 1983-07-27 Andrea Tedeschi Portique pour enlever et déposer des voies ferrées, en particulier des aiguillages
US4538722A (en) † 1983-03-30 1985-09-03 Mcnally Pittsburg, Inc. Conveyor shifting apparatus and process
US5435252A (en) † 1993-04-08 1995-07-25 Die Firma Franz Plasser Bahnbaumaschinen - Industriegesellschaft M.B.H. Mobile working machine for treatment of a ballast bed or subgrade

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FR1328496A (fr) 1962-04-19 1963-05-31 Sncf équipement pour la pose de voies ferrées
US3199462A (en) * 1964-01-29 1965-08-10 Cullen Friestedt Company Rail threader
US3424101A (en) * 1965-03-04 1969-01-28 Frederick L Striebel Method for transposing railroad track rails
US3635164A (en) * 1969-12-29 1972-01-18 Robert W Patton Rail-transposing machine
DE2057487A1 (de) * 1970-11-23 1972-06-15 Helmut Dyballa Verfahren und Vorrichtung zum Ausbau und Einbau von Schienen
US3836120A (en) * 1973-02-02 1974-09-17 S Niskin Power driven block and tackle
DE2309930A1 (de) * 1973-02-28 1974-08-29 Juergen Frenzel Vorrichtung zum verlegen von gleisabschnitten
DD102756A1 (fr) 1973-03-02 1973-12-20
GB2160919B (en) * 1984-06-09 1987-07-15 Northern Eng Ind Rail handling equipment
EP1062743B1 (fr) * 1999-01-16 2007-04-04 Koninklijke Philips Electronics N.V. Systeme de radiocommunication
ATA13422001A (de) * 2001-08-23 2003-09-15 Plasser Bahnbaumasch Franz Maschine zur bearbeitung einer gleisbettung

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Publication number Priority date Publication date Assignee Title
GB1010111A (en) † 1962-05-25 1965-11-17 Standard Telephones Cables Ltd Vapour deposition of metallic films
US3465687A (en) † 1966-11-18 1969-09-09 New York Central Railroad Co T Rail positioning system
US4152991A (en) † 1976-09-24 1979-05-08 Caterpillar Tractor Co. Ripping apparatus
EP0084298A1 (fr) † 1981-10-27 1983-07-27 Andrea Tedeschi Portique pour enlever et déposer des voies ferrées, en particulier des aiguillages
US4538722A (en) † 1983-03-30 1985-09-03 Mcnally Pittsburg, Inc. Conveyor shifting apparatus and process
US5435252A (en) † 1993-04-08 1995-07-25 Die Firma Franz Plasser Bahnbaumaschinen - Industriegesellschaft M.B.H. Mobile working machine for treatment of a ballast bed or subgrade

Also Published As

Publication number Publication date
PL1733096T3 (pl) 2009-10-30
AU2005229249A1 (en) 2005-10-13
AU2005229249B2 (en) 2010-06-17
GB0406945D0 (en) 2004-04-28
GB0618002D0 (en) 2006-10-25
GB2427234C (en) 2021-10-20
ES2326541T5 (es) 2020-05-11
DE602005014457D1 (de) 2009-06-25
DK1733096T4 (da) 2019-12-09
EP1733096A1 (fr) 2006-12-20
EP1733096B1 (fr) 2009-05-13
US20080072783A1 (en) 2008-03-27
PL1733096T5 (pl) 2020-02-28
WO2005095716A1 (fr) 2005-10-13
ATE431460T1 (de) 2009-05-15
EP2031129A1 (fr) 2009-03-04
ES2326541T3 (es) 2009-10-14
ZA200608639B (en) 2008-01-30
GB2427234B (en) 2007-07-04
GB2427234A (en) 2006-12-20
CA2561430A1 (fr) 2005-10-13
CA2561430C (fr) 2014-06-10
DK1733096T3 (da) 2009-08-24

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