EP2791421B1 - Schienenfahrzeug und Verfahren zum Ablegen von Schienen - Google Patents

Schienenfahrzeug und Verfahren zum Ablegen von Schienen Download PDF

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Publication number
EP2791421B1
EP2791421B1 EP12816694.9A EP12816694A EP2791421B1 EP 2791421 B1 EP2791421 B1 EP 2791421B1 EP 12816694 A EP12816694 A EP 12816694A EP 2791421 B1 EP2791421 B1 EP 2791421B1
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EP
European Patent Office
Prior art keywords
wagon
rail
caterpillars
laying
traction means
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EP12816694.9A
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English (en)
French (fr)
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EP2791421A1 (de
Inventor
Guillaume Chaine
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Europeenne de Travaux Ferroviaires ETF SA
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Europeenne de Travaux Ferroviaires ETF SA
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Classifications

    • 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
    • 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
    • E01B29/17—Lengths of rails assembled into strings, e.g. welded together

Definitions

  • the present invention relates to a wagon adapted to the laying of rails for a railway under construction. It also relates to a rail laying process using such a car.
  • LRS long welded rails
  • TSA reinforced concrete sleepers
  • the device comprises two tracks, an upper track and a track lower than the rail, but the return pulleys are always horizontal axis and there is always a track under the rail.
  • the rail is unloaded from the front of the unloading wagon so that the wagon, when stopped, pushes the new rail in front of it.
  • This type of wagon is part of a railway track train continuously laying rails, including a plurality of wagons, including long rail carriages, and one or more locomotives.
  • the railway platform is the upper face of an embankment built to very precise standards for receiving one or more railways.
  • the wagon according to the invention is suitable for unloading and laying long rails, either directly on the platform or on sleepers previously deposited on this platform. He is at the head of the laying train; Behind him are the wagons carrying long rails.
  • the wagon may also comprise at its front end, at least a second traction means of the rail to push said rail out of said wagon and towards the front thereof, said second traction means grasping said rail between two trains of motorized tracks each comprising a track returned between two wheels, said track trains being provided to take a relative position in which said tracks face each other and the axes of said wheels are vertical.
  • This wagon is characterized in particular by its long-rail traction means, which each comprise at least two sets of tracks, each comprising a crawler circulating in a closed loop between two wheels, for example two cogwheels or gears, including a driving wheel, or a drive gear and a pulley.
  • the at least one first traction means at the rear of the wagon, resumes the rail after it has been extracted from the transport wagon and advances it towards the front of the wagon, the at least one second traction means, at the Before the wagon, unload the rail on the platform by pushing it forward of the wagon.
  • the tracks of a caterpillar train are facing each other and the wheels are of vertical axis, so that the crawler trains are located on either side. other rail and do not occupy space under the rail.
  • the rail is gripped on both sides laterally and not from above and below, the running surface of the rail is therefore subjected, in this traction operation, to any force likely to deteriorate.
  • this lateral arrangement of the crawler trains makes it possible to circulate the rails, from the rear to the front of the wagon, almost at the height of the wagon plate.
  • the wagon has two first traction means at the rear and two second traction means at the front, so as to lay the two rail son of the same path simultaneously.
  • said first and second traction means may comprise spacing means and approximation of said crawler trains relative to each other, said means being adapted so that two tracks are supported on said rail by enclosing its soul when they are close to one another, so as to drive said rail by friction.
  • the two tracks of a crawler train are mounted on a support having actuating means so that they can move apart and move closer together to grip the web of a rail when they are close together. When they encircle the soul of a rail, they can drive this rail by friction. When they are apart, the rail is free.
  • This movement of spacing and approximation is for example a horizontal translational movement or rotation about a longitudinal horizontal axis.
  • the first and second traction means may comprise motorization means provided for driving each track in a coordinated manner in the direction of rotation and in speed with that which faces it.
  • the motorization of the two crawler trains of the same traction means is coordinated so that the two tracks advance in the same direction and at the same speed when they enclose a rail.
  • each track may comprise a plurality of elements articulated to each other, aligned in the unloading direction, and provided with pads on their outer face, said pads being shaped to fit the shape of the web of said rail and comprising a material with a high coefficient of adhesion on steel, preferably greater than 0.6.
  • the tracks consist of articulated elements to each other and have pads on their outer surface. These pads are designed to grip the soul of the rail, so they follow the conformation of the soul of the rail.
  • the pads include a material with high adhesion on the steel to be able to exert a high traction force on the rail without sliding when the crawler trains grip the rail, typically more than 30,000 daN.
  • a coefficient of adhesion on the steel greater than 0.6, preferably between 0.6 and 0.8 will be sought.
  • the at least one longitudinal extraction means may comprise a rail clamp mounted at the end of a first telescopic arm or articulated arm.
  • This clamp can be controlled remotely. This avoids potentially dangerous human intervention. It must exert a sufficient pinching force on the long rail to extract it from the transport car.
  • the first telescopic arm or articulated arm allows to exert on the rail a pulling force sufficient to slide it on the storage racks and bring its front end of the first traction means, then to put this rail on the first means traction.
  • each first traction means is fixed under the fixed part of a respective first telescopic arm, so that the clamp directly has the rail at the entrance of the first traction means.
  • the first telescopic arm can be mounted on a positioning means for adjusting the transverse position and / or the vertical position of said first telescopic arm.
  • the rails stored on the transport car are not all aligned according to the rail track of the future track, they are distributed over the entire width of the transport car and they are distributed in height. It is therefore necessary, when a new rail has to be extracted from the storage racks, to position the rail clamp which is at the end of a telescopic arm above the end of this rail whatever its position in the racks.
  • the telescopic arm is mounted under a structure attached to the rear of the wagon and having means for positioning transversely and vertically of the arm, for example cylinders.
  • the slide of the telescopic arm also provides a longitudinal positioning means. Once the gripper has gripped the rail, it can be relieved by raising the telescopic arm to reduce the friction of the rail on the racks.
  • the wagon may further comprise, between said first traction means and said second traction means, guide means in transverse position and in vertical position of the rail with respect to said wagon.
  • the wagon comprises, downstream of the first traction means, means for guiding the rail in a transverse position and in a vertical position.
  • the wagon may further comprise, between the guide means and the second traction means, means for aligning the rail along the rail line.
  • the guiding means mentioned above make it possible to straighten the rail but are insufficient to place the rail exactly along the rail line.
  • the alignment means make it possible to align the rail on the rail line and to prevent the second traction means from being subjected to torsion forces of vertical axis.
  • each second traction means of the rail can be mounted at the end of a second longitudinal telescopic arm or an articulated arm, so as to move said second traction means from the front of the wagon.
  • the rail is not raised above the floor of the car, it should be removed from the front of the car including buffers when it is unloaded on the platform.
  • the second rail traction means are each arranged at the end of the slider of a respective second telescopic arm.
  • each second telescopic arm can be attached to the wagon by fixing means for adjusting the transverse position of said second telescopic arm.
  • the rails are not always placed at the same location in relation to the center line.
  • the rails can be placed on the sleepers at their final or temporary location, or even on the platform next to the sleepers. Consequently, it is advantageous to be able to adjust the transverse position at which the rails are placed on the platform. This adjustment is normally done once and for all for a given site, therefore it is not necessarily motorized, it can simply be done by bolting.
  • each second traction means of the rail can be articulated on said telescopic arm along a horizontal axis transverse to the wagon.
  • the rail is unloaded on the platform taking an inclination that can reach several degrees.
  • the second traction means are mounted articulated at the end of the respective telescopic arm, on a pivot of horizontal axis transverse to the wagon.
  • the wagon may further comprise at its front end a means for removing the end of said rail on the platform.
  • This means may advantageously comprise a cable or a chain comprising a rail clamp at a first end, a return pulley of said cable or said transverse axis chain located at the free end of each second telescopic arm and an actuator such as a jack or a winch connected to the second end of said cable or said chain.
  • the wagon may comprise a control system of the first and second traction means, provided so that at each instant, only one of said traction means is activated.
  • the wagon according to the invention comprises for each rail wire a first rail traction means at the rear and a second rail traction means at the front.
  • Each of these traction means has the ability to tow a rail.
  • the wagon is provided with a control means of these traction means which ensures that at each moment, only one of these means is active. For example, the user can not engage one of the traction means before having disengaged the other.
  • the wagon may further comprise at the front rail welding means and means for handling the welding means provided for moving said welding means between a rest position on the wagon and a welding position on the rail. one of the tracks of the track under construction.
  • the welding means may for example consist of an electric welding head; this welding head is manipulated by an articulated arm mounted on a sliding support to overflow the front of the wagon.
  • This articulated arm may further comprise at least two degrees of freedom relative to its support, a horizontal axis of rotation to lower and raise the welding head and a vertical axis of rotation to direct it towards the ends of rails to be welded.
  • the connection between the welding head and the articulated arm includes a rotating joint to align the welding head and lay it astride the ends of rails to be welded.
  • the method consists, initially, in extracting a rail from a stock of rails stored on a transport car coupled to the rear of the wagon with two sets of vertical axis tracks, that is to say each carrying at least one drive means such as a vertical axis gear.
  • the crawler trains enclose the soul of the rail and drag it by friction.
  • the embrace of the first track trains on the rail is released when the rail is towed by the second crawler trains.
  • the figure 1 illustrates a rail car wagon (WPR) 100 as a whole.
  • This wagon comprises a rear portion 200, a central portion 300 and a front portion 400.
  • the WPR is built on a conventional flat car base, comprising a frame 40 defining a plate 50, a rear bogie 60 and a front bogie 70.
  • This transport car carries part of the long rails to pose, stored on racks, placed on their skate.
  • the central part 300 comprises a conventional technical zone: generator, hydraulic power station, electrical cabinet ... so that the WPR is autonomous in energy. It is covered to protect staff from catenary.
  • the equipment of this technical zone is arranged axially in the wagon, so as to leave on both sides two longitudinal "corridors" for the passage of the two rails being laid.
  • the WPR comprises a rear control station 201 and a front control station 401 on either side of the central portion 300.
  • the rear portion 200 includes two first telescopic arms or rear arm 202a, 202b, each having a fixed portion and a sliding portion or slide. These telescopic arms are integral with a fixed structure 203 via a respective mechanism for positioning these arms which will be described later.
  • This fixed structure consists of two cheeks 204a, 204b which rise laterally on either side of the plate 50 of the wagon and a frame 205 substantially rectangular horizontal, under which are fixed said mechanisms.
  • each of the telescopic arms Under the fixed part of each of the telescopic arms are fixed two crawler trains 220a, 220b (not visible), 202c, 202d (not visible).
  • the crawler trains that face each other are pivotally mounted about a longitudinal axis X-X 'located below the telescopic arm. When they are brought together by rotation about this axis X-X ', they enclose the rail R1, R2 on either side of the web of the rail.
  • the front part 400 comprises two second telescopic arms or front arms 402a, 402b, the fixed parts of which are integral with a fixed structure composed of wagon sides and transverse beams 403b, 403c, the front arms 402a, 402b being fixed under said beams.
  • Track trains 420a to 420d are attached under these front arms.
  • FIGS. 2A and 2B are partial views of the rear portion 200 of the WPR. It comprises a fixed frame 205 under which are fixed horizontal telescopic arms 202a, 202b and longitudinal.
  • the actuation of the cylinder 207 rotates the triangle T around the pivot C which causes the deformation of the parallelogram, so that the sliding arm 202a can move in a swing movement, ie back and forth and get up and down while staying horizontal.
  • This positioning system makes it possible to individually give the rear telescopic arms different positions in the transverse, vertical and longitudinal direction.
  • a rail clamp 210a, 210b each designed to grip a rail R1, R2 as shown in FIG. Figure 2A .
  • These clamps are advantageously self-locking pliers.
  • these rollers are not motorized.
  • FIGS. 4A and 4B are partial views of the front part 400 of the wagon and the figure 4C a view of a telescopic arm before.
  • This front part comprises two front telescopic arms 402a, 402b, whose fixed part is fixed under transverse beams 403b, 403c.
  • These telescopic arms 402a, 402b are attached to said beams by jaws 405 so as to allow the adjustment of their transverse position relative to the wagon if necessary, for example by bolting.
  • These telescopic arms before, when deployed have the function of removing the rails during installation of the front of the car including buffers.
  • Two crawler trains 420a, 420b, 420c, 420d are mounted at the front end of the sliding portion of each telescopic arm and under this end.
  • crawler trains enclose a rail by its soul, they allow to push the rails in front of the wagon to unload them on the platform. They are described below in connection with Figures 5A and 5B .
  • the crawler trains are connected to the telescopic arms by means of mounted pods hinged about a Y-axis' horizontal and transverse to the wagon, so as to follow the curvature of the rail when leaving the wagon.
  • the end of the slides of each telescopic arm before 402a, 402b includes a pulley 406a, 406b to facilitate the installation of the end of the rail on the platform.
  • the operator has a rail clamp on the end of the rail when it present, this rail clamp being connected to a cable or chain returned to said return pulley 406a, 406b, the other end of the cable or chain being connected to an actuator such as a jack or a winch (not shown ). With this device, the operator can control the descent of the end of the rail on the platform.
  • Each pair of rollers is mounted on a frame 411a, 411b, itself slidably mounted along a transverse beam 412. Their transverse position is adjustable by the operator. Their function is to align the rail transversely on the telescopic arm. In the illustrated embodiment, these rollers are not motorized.
  • the Figures 5A and 5B illustrate two crawler trains 620a, 620b enclosing a rail R1.
  • the caterpillar trains are composed of elements 622 articulated to each other forming a closed chain, and having a pad on their outer face. These pads are designed to have a high coefficient of friction with steel, they are for example made of rubber.
  • the pads advantageously have a slightly convex shape to fit the profile of the web of the rail and thus obtain the largest possible bearing surface.
  • the track is driven in motion by a toothed drive wheel 630 or any other means, itself driven by a hydraulic motor 621, 621a, 621b.
  • a toothed drive wheel 630 or any other means, itself driven by a hydraulic motor 621, 621a, 621b.
  • the axes of the drive wheels of the crawler trains are substantially vertical.
  • the Figure 5B illustrates the gripper movement of the track trains 620a, 620b about the axis XX 'for gripping the rail R1.
  • the Figures 5C and 5D illustrate an isolated crawler train.
  • the tracks run between two flanges, an upper flange 625, 625a, 625b, and a lower flange 626, 626a, 626b.
  • the upper flange 625 has two screeds 627a, 627b for fixing and articulation of the crawler train.
  • Each yoke comprises a hinge point 628a, 628b about a horizontal longitudinal axis XX ', and a pull point 629a, 629b on which can be fixed for example a jack (not shown).
  • These cylinders control the angular position of the crawler trains about the axis X-X ', and allow to press the web of the rail during traction.
  • the track is a closed chain composed of elements 622 articulated to each other and driven by a toothed wheel 630. Opposite this toothed wheel, the chain is returned to a pulley 631 mounted on a yoke 632, which provide the tension of the chain.
  • FIGS. 6A and 6B illustrate an embodiment of the rail pusher car comprising, at its front end, an electric welding station 710, associated with its handling means 700 which allows the welding station to be raised and to lay it astride rail ends welding.
  • the assembly is fixed on transverse beams 403a, 403b, 403c, themselves fixed in the upper part of the sides of the wagon.
  • the welding station 710 is connected to the point of attachment 702a via a rotary joint 715, so as to allow the operator to align the welding station on the rails to be welded.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Loading Or Unloading Of Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (20)

  1. Waggon (100) zum Verlegen von langen Schienen auf einer Eisenbahnplattform, wobei der Waggon ein zur Kopplung an einen Schienentransportwaggon vorgesehenes hinteres Ende (200) und ein vorderes Ende (400) aufweist, dadurch gekennzeichnet, dass er weiterhin folgendes aufweist:
    - an seinem hinteren Ende (200), mindestens ein Mittel zum längsseitigen Herausziehen (202a, 202b, 210a, 210b) einer Schiene (RI, R2) aus einem auf dem Schienentransportwaggon angeordneten Vorrat von Schienen,
    - mindestens ein erstes Schienentraktionsmittel, das dazu vorgesehen ist, dass sich die Schiene vor den Waggon ziehen lässt, wobei das erste Schienentraktionsmittel dazu vorgesehen ist, die Schiene seitlich auf beiden Seiten zwischen zwei motorbetriebenen Kettenlaufwerken (220a, 220c) zu fassen, die jeweils eine zwischen zwei Rädern verlaufende Gleiskette aufweisen, wobei die Kettenlaufwerke zum Einnehmen einer relativen Position, in der die Gleisketten einander zugewandt und die Achsen der Räder vertikal sind, vorgesehen sind.
  2. Waggon zum Verlegen von langen Schienen nach Anspruch 1,
    dadurch gekennzeichnet, dass er an seinem vorderen Ende (400) mindestens ein zweites Traktionsmittel für die Schiene aufweist, um die Schiene aus dem Waggon hinaus und vor denselben zu schieben, wobei das zweite Traktionsmittel die Schiene zwischen zwei motorbetriebenen Kettenlaufwerken (420a, 420b, 420c, 420d) erfasst, die jeweils eine Gleiskette aufweisen, die zwischen zwei Rädern verläuft, wobei die Kettenlaufwerke dazu vorgesehen sind, eine relative Position einzunehmen, in der die Gleisketten einander zugewandt und die Achsen der Räder vertikal sind.
  3. Waggon zum Verlegen von langen Schienen nach Anspruch 1 oder 2,
    dadurch gekennzeichnet, dass das erste und das zweite Traktionsmittel gegenseitige Distanzier- und Annäherungsmittel der Kettenlaufwerke aufweist, wobei die Mittel dazu ausgelegt sind, dass zwei Gleisketten, wenn sie einander angenähert werden, an der Schiene unter Einklemmen ihres Stegs anliegen, derart, dass die Schiene durch Reibung bewegt werden kann.
  4. Waggon zum Verlegen von langen Schienen nach einem der Ansprüche 1 bis 3,
    dadurch gekennzeichnet, dass die ersten und zweiten Traktionsmittel Motorisierungsmittel (621, 621 a, 621 b) aufweisen, die vorgesehen sind, um die Gleiskette jeweils mit der ihr zugewandten koordiniert in Rotationsrichtung und Geschwindigkeit anzutreiben.
  5. Waggon zum Verlegen von langen Schienen nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet, dass die Gleiskette jeweils eine Vielzahl von gegenseitig angelenkten Elementen (622) aufweist, die in Abladerichtung ausgerichtet und mit Kufen auf ihrer Außenfläche versehen sind, wobei die Kufen daran angepasst sind, die Form des Kerns der Schiene zu übernehmen und aufweisend ein Material mit hohem Haftreibungskoeffizient an Stahl, vorzugsweise größer als 0,6.
  6. Waggon zum Verlegen von langen Schienen nach einem der vorangehenden Ansprüche,
    dadurch gekennzeichnet, dass das mindestens eine Längsextraktionsmittel eine am Ende eines ersten Teleskoparms (202a, 202b) oder eines Gelenkarms befestigte Schienenklemme (210a, 210b) aufweist.
  7. Waggon zum Verlegen von langen Schienen nach Anspruch 6,
    dadurch gekennzeichnet, dass der erste Teleskoparm an einem Positionierungsmittel (204, 205, 206, 207, T) befestigt ist, durch das sich die horizontale und/oder vertikale Lage des ersten Teleskoparms (202a, 202b) einstellen lässt.
  8. Waggon zum Verlegen von langen Schienen nach einem der Ansprüche 2 bis 7,
    dadurch gekennzeichnet, dass er weiterhin, zwischen dem ersten Traktionsmittel und dem zweiten Traktionsmittel, Führungsmittel (500) in Horizontal- und Vertikalposition der Schiene bezüglich des Waggons aufweist.
  9. Waggon zum Verlegen von langen Schienen nach Anspruch 8,
    dadurch gekennzeichnet, dass die Führungsmittel der Schiene folgendes aufweisen:
    - mindestens eine Horizontalachsen-Laufrolle (501a, 501 b) quer zum Waggon und Steuermittel ihrer Höhenposition (502a, 502b),
    - und/oder mindestens eine Vertikalachsen-Laufrolle (503a, 503b) und Steuermittel ihrer Quer- und/oder Längsposition (504a, 504b) bezüglich des Waggons.
  10. Waggon zum Verlegen von langen Schienen nach Anspruch 8 oder 9,
    dadurch gekennzeichnet, dass er weiterhin, zwischen den Führungsmitteln und dem zweiten Traktionsmittel, Ausrichtungsmittel (410a, 410b, 411 a, 411b, 412) der Schiene gemäß dem Schienenstrang aufweist.
  11. Waggon zum Verlegen von langen Schienen nach einem der Ansprüche 2 bis 10,
    dadurch gekennzeichnet, dass das zweite Schienentraktionsmittel jeweils am Ende eines zweiten Längsteleskoparms (402a, 402b) oder eines Gelenkarms befestigt ist, derart, dass das zweite Traktionsmittel von der Front des Waggons beabstandet ist.
  12. Waggon zum Verlegen von langen Schienen nach Anspruch 11,
    dadurch gekennzeichnet, dass der zweite Teleskoparm jeweils am Waggon über Befestigungsmittel (405) befestigt ist, durch die sich die Querposition des zweiten Teleskoparms (402a, 402b) einstellen lässt.
  13. Waggon zum Verlegen von langen Schienen nach Anspruch 11 oder 12,
    dadurch gekennzeichnet, dass das zweite Schienentraktionsmittel jeweils an dem Teleskoparm an einer horizontalen Achse (Y-Y') quer zum Waggon befestigt ist.
  14. Waggon zum Verlegen von langen Schienen nach einem der Ansprüche 11 bis 13,
    dadurch gekennzeichnet, dass er weiterhin an seinem vorderen Ende ein Ablege-Mittel für das Ende der Schiene auf der Plattform aufweist.
  15. Waggon zum Verlegen von langen Schienen nach Anspruch 14,
    dadurch gekennzeichnet, dass das Ablege-Mittel ein Seil oder eine Kette aufweist, aufweisend eine Schienenklemme an einem ersten Ende, eine Umlenkrolle (406a, 406b) des Querachsen-Seils oder der -Kette, die jeweils am freien Ende des zweiten Teleskoparms (420a, 420b) angeordnet ist, und einen Aktor, wie ein Stellglied oder eine Winde, die mit dem zweiten Ende des Seils oder der Kette verbunden sind.
  16. Waggon zum Verlegen von langen Schienen nach einem der Ansprüche 2 bis 20,
    dadurch gekennzeichnet, dass er ein Steuersystem der ersten und zweiten Traktionsmittel aufweist, das vorgesehen ist, damit immer nur ein einziges der Traktionsmittel aktiviert ist.
  17. Waggon zum Verlegen von langen Schienen nach einem der vorangehenden Ansprüche,
    dadurch gekennzeichnet, dass er weiterhin an der Frontseite ein Schweißmittel (710) von Schienen und ein Handhabungsmittel (700) des Schweißmittels aufweist, das vorgesehen ist, um das Schweißmittel zwischen einer Ruheposition auf dem Waggon und einer Schweißposition an einer der Schienen der im Bau befindlichen Strecke zu verschieben.
  18. Verfahren zum Verlegen von Schienen unter Verwendung eines Triebwaggons von Schienen (100) und eines Vorrats von Schienen, der auf einem am Heck des Triebwaggons von Schienen angekoppelten Transportwaggon angeordnet ist, wobei das Verfahren die folgenden Schritte aufweist:
    - Einklemmen des Stegs einer Schiene (RI, R2) zwischen zwei ersten motorbetriebenen Kettenlaufwerken (220a, 220c), die am Heck des Waggons angeordnet sind, wobei die Gleisketten zwischen zwei Vertikalachsen-Rädern verläuft,
    - längsseitiges Herausziehen der Schiene aus dem Vorrat von Schienen unter Betätigen der ersten Kettenlaufwerke.
  19. Verfahren zum Verlegen von Schienen nach Anspruch 18, dadurch gekennzeichnet, dass es weiterhin die folgenden Schritte aufweist:
    - Einklemmen des Kerns einer Schiene zwischen zwei zweiten motorbetriebenen Kettenlaufwerken (420a, 420b, 420c, 420d), die an der Frontseite des Waggons angeordnet sind, wobei die Gleisketten zwischen zwei Vertikalachsen-Rädern verlaufen,
    - Abladen der Schiene von der Frontseite des Waggons unter Betätigen der zweiten Kettenlaufwerke.
  20. Verfahren zum Verlegen von Schienen nach Anspruch 19,
    dadurch gekennzeichnet, dass die Umklammerung der ersten Kettenlaufwerke mit der Schiene 20 gelöst wird, wenn die Schiene von den zweiten Kettenlaufwerken geschleppt wird.
EP12816694.9A 2011-12-12 2012-12-03 Schienenfahrzeug und Verfahren zum Ablegen von Schienen Active EP2791421B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1161489A FR2983877B1 (fr) 2011-12-12 2011-12-12 Wagon pousseur de rails.
PCT/FR2012/052773 WO2013088022A1 (fr) 2011-12-12 2012-12-03 Wagon pousseur de rails

Publications (2)

Publication Number Publication Date
EP2791421A1 EP2791421A1 (de) 2014-10-22
EP2791421B1 true EP2791421B1 (de) 2017-01-04

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EP12816694.9A Active EP2791421B1 (de) 2011-12-12 2012-12-03 Schienenfahrzeug und Verfahren zum Ablegen von Schienen

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US (1) US20140366766A1 (de)
EP (1) EP2791421B1 (de)
AU (1) AU2012351420A1 (de)
CA (1) CA2858502A1 (de)
FR (1) FR2983877B1 (de)
WO (1) WO2013088022A1 (de)

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CN104631233B (zh) * 2014-12-04 2016-08-24 中国铁路总公司 收轨引导、拨轨小车及长钢轨运输车组
CN104805741B (zh) * 2015-04-01 2016-06-08 中铁重工有限公司 一种使用运载换装架支架快速移动液压换装架的方法
RU191642U1 (ru) * 2019-05-29 2019-08-14 Открытое Акционерное Общество "Российские Железные Дороги" Навесное устройство на землеройно-транспортную технику, предназначенное для изгиба рельсового звена при укладке железнодорожного пути

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US3661310A (en) * 1970-08-14 1972-05-09 Chemetron Corp Rail feeding device
FR2278843A2 (fr) * 1974-06-12 1976-02-13 Giral Jean Louis Perfectionnements apportes aux procedes et installations pour la pose de voies ferrees
GB2081781B (en) * 1980-08-09 1983-12-21 Permanent Way Equipment The Co Rail handling apparatus
DE4418303B4 (de) * 1994-05-26 2010-12-30 Robel Bahnbaumaschinen Gmbh Schienenverladezug zum Transportieren von Langschienen
DK0853160T3 (da) * 1997-01-10 2004-08-16 Plasser Bahnbaumasch Franz Vogn til aftrækning af langskinner, der opbevares på transportvogne
US7350467B2 (en) * 2004-08-20 2008-04-01 Loram Maintenance Of Way, Inc. Long rail pick-up and delivery system

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Also Published As

Publication number Publication date
WO2013088022A1 (fr) 2013-06-20
FR2983877A1 (fr) 2013-06-14
US20140366766A1 (en) 2014-12-18
EP2791421A1 (de) 2014-10-22
AU2012351420A1 (en) 2014-07-17
CA2858502A1 (fr) 2013-06-20
FR2983877B1 (fr) 2016-01-01

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