EP3892776A1 - Mechanismus zum hin- und herbewegen von schwellenstapeln und schienenfahrzeug, das einen solchen mechanismus umfasst - Google Patents

Mechanismus zum hin- und herbewegen von schwellenstapeln und schienenfahrzeug, das einen solchen mechanismus umfasst Download PDF

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Publication number
EP3892776A1
EP3892776A1 EP21167759.6A EP21167759A EP3892776A1 EP 3892776 A1 EP3892776 A1 EP 3892776A1 EP 21167759 A EP21167759 A EP 21167759A EP 3892776 A1 EP3892776 A1 EP 3892776A1
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EP
European Patent Office
Prior art keywords
sleepers
carriages
displacement
carriage
movement
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21167759.6A
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English (en)
French (fr)
Inventor
Jorge Bustamante
Jacques Pilet
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Matisa Materiel Industriel SA
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Matisa Materiel Industriel SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Matisa Materiel Industriel SA filed Critical Matisa Materiel Industriel SA
Publication of EP3892776A1 publication Critical patent/EP3892776A1/de
Pending legal-status Critical Current

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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
    • E01B31/00—Working rails, sleepers, baseplates, or the like, in or on the line; Machines, tools, or auxiliary devices specially designed therefor
    • E01B31/20—Working or treating non-metal sleepers in or on the line, e.g. marking, creosoting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • 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
    • E01B29/06—Transporting, laying, removing or renewing sleepers
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/14—Way of locomotion or support
    • E01B2203/141—Way of locomotion or support on the track to be treated

Definitions

  • the invention relates, in general, to the technical field of construction and renewal trains consisting in fitting the equipment necessary for the construction of railways or, in the case of renewal, in replacing all or part of the constituent materials of the tracks, namely the rails and sleepers, as well as the ballast which ensures the holding of the track on its platform, when these materials are degraded.
  • the invention relates more specifically to a mechanism for moving stacks of sleepers intended to equip a plurality of successive wagons of a railway vehicle to allow their movement along said wagons.
  • a typical renewal operation involves specialized rail convoys comprising machines able to operate in sequence the following operations: stripping, screening of ballast and evacuation of stripping products, by conveyor belts on wagons intended for the unloading or by direct jet to the backfill, substitution of the renewed track ( rails and sleepers), ballasting and lifting of the track, leveling and dressing, welding of rails, stress relief, new leveling-dressing, adjustment of bench seats and cleaning of shoulders.
  • such a rail convoy includes several sleeper transport wagons, at least new and where appropriate old, to supply specialized machines such as equipment for laying new sleepers and / or remove worn ties from removal equipment.
  • a pallet transfer wagon between an upper conveyor located on an upper floor of the wagon and a lower conveyor located on a lower floor of the wagon, the two conveyors being superimposed and having opposite directions of circulation.
  • the transfer is carried out by an elevator having a purely vertical movement between an upper reception zone located at the outlet of the upper conveyor, and a conveying platform located at the entrance of the lower conveyor, directly below the upper conveyor.
  • Such a device is particularly complex because of having to manage two movement flows of superimposed sleeper stacks, resulting in a relatively high center of gravity impacting on the stability of the various work wagons concerned.
  • the passage of the stacks of sleepers along the various wagons is particularly restrictive and requires perfect stability, all the more so when the train moves in curved paths.
  • the invention aims to remedy all or part of the drawbacks of the state of the art by proposing in particular a solution making it possible to ensure the displacement of the sleepers while being free from the drawbacks associated with the displacement of this gantry along its path. while ensuring good stability of the wagons and easy movement of the sleepers in curves.
  • a mechanism for moving stacks of sleepers intended to equip a railway track the displacement mechanism being intended to equip a group of at least two railcars.
  • successive work of a railway vehicle each work car comprising a frame supported by at least one train of wheels
  • the displacement mechanism comprising guide means configured to guide, along a longitudinal direction of each of the work cars , a plurality of adjacent carriages in pairs
  • the movement mechanism comprising drive means for jointly moving the carriages back and forth between a first and a second displacement position so that each carriage carries a stack of sleepers following a path of advancement from the first to the second displacement position, such as for a pair of adjacent given carriages among the plurality of carriages comprising
  • the second displacement position of the rear carriage corresponds to the first position of movement of the front carriage, and configured to travel a return path, from the second to the first travel position, being unloaded.
  • the carriages can themselves move back and forth along the same path and over a relatively short stroke, dispensing with the need to move a gantry, making it possible to guarantee safety. people brought into the vicinity of the wagon.
  • At least part of the two adjacent carriages in pairs are interconnected by at least one articulation to form a transport structure so that each transport structure preferably comprises three successive carriages.
  • a transport structure so that each transport structure preferably comprises three successive carriages.
  • the carriages of the same transport structure are connected in pairs by a connecting rod, the connecting rod comprising two opposite ends spaced apart longitudinally, each of which is preferably connected to one or the other. of the two carriages by a ball joint.
  • a connecting rod comprising two opposite ends spaced apart longitudinally, each of which is preferably connected to one or the other. of the two carriages by a ball joint.
  • the use of such a link makes it possible to facilitate the relative rotation between the carriages, present in particular when passing between two wagons during curved paths of the rail vehicle. A certain predetermined distance is thus maintained between the carriages depending on the length of the connecting rod which makes it possible, during these paths, to avoid a possible impact between the stacks of sleepers carried by adjacent carriages. The stability of the stacks of sleepers carried during these trajectories is also improved.
  • the displacement mechanism is configured to move each carriage back and forth, by a step corresponding to a distance between the first displacement position and the second displacement position, greater than or equal to a length. of a stack of sleepers. This pitch is chosen sufficiently large to cover a distance separating two adjacent wagons.
  • the guide means comprise guide shoulders located on either side of each carriage laterally to delimit laterally by bordering them the advance and return paths.
  • each carriage defines a first support plane
  • the displacement mechanism comprising a supporting structure defining a second support plane
  • the displacement mechanism further comprising an elevator mechanism configured to vary the relative vertical position of the first. and second support planes with respect to each other in the first and second longitudinal position of movement of the carriages, so that each stack of sleepers rests on the vertically highest support plane among the first and second planes of the sleepers. support.
  • Such a structure allows sequenced and stable movement of the stacks of sleepers. In the case of stacks of sleepers, the average speed of movement of the stacks generally depends on the time when the stacks of sleepers are unstacked at the end of the advance path of the piles, following the advance paths of each of the carriages.
  • the supporting structure forms, or consists of, the guide shoulders.
  • This configuration allows the use of a single structure to perform two functions, on the one hand to guide the carriages along the advance and return paths and, on the other hand, to take the load of the carriages stacks according to the relative position of the first and second support planes.
  • the supporting structure is secured to the frame by the lifting mechanism, said lifting mechanism comprising jacks such as hydraulic jacks.
  • said lifting mechanism comprising jacks such as hydraulic jacks.
  • the drive means comprise at least one chain meshing with a drive wheel integral with all or part of the trolleys, to drive each trolley back and forth, the chain preferably directly driving one trolley per transport structure.
  • the latter relates to a railway works vehicle of the type comprising, for example, equipment for laying new sleepers and / or removing worn sleepers, the rail vehicle comprising at least two wagons of successive work, the railway work vehicle being remarkable in that it comprises at least one mechanism for moving stacks of sleepers as described above.
  • At least part of the work cars comprises an upper conveying device located at a height greater than that of the displacement mechanism, the conveying device being configured to transport sleepers individually.
  • the conveying device being configured to transport sleepers individually.
  • the displacement mechanism allows the displacement of sleepers by stack of superimposed sleepers, in a first direction of movement along a longitudinal direction of each given work car, and in that the upper conveying device allows the movement of sleepers individually, in a second direction of travel opposite to the first direction, along the longitudinal direction of each given work car.
  • a railway vehicle 1 of the type comprising equipment for laying 11 new sleepers 21 and for removing 12 worn sleepers 22.
  • These equipment for installing and removing sleepers 21, 22, have as their main function the repair of railway tracks , for example to proceed to replacement of worn sleepers 22 or to replace them with more recent models and thus improve the performance of the tracks.
  • the rail vehicle 1 for example a renewal train as illustrated in the figure 1 , is formed by a succession of wagons linked together, generally in an articulated manner, forming a rail convoy and towed by a locomotive.
  • the renewal train 1 moves, during work, in a direction of advance and each wagon extends in a longitudinal direction X and has an AV front end oriented in the direction of travel of the train and an opposite rear end AR longitudinally at the front end AV.
  • the equipment for laying 11 new sleepers 21 and removing 12 worn sleepers 22 are located at the rear of the rail vehicle 1 with respect to the transfer wagon 100 of sleepers 21, 22 and the wagons storage 300 are located at the front of the rail vehicle 1 in relation to the transfer wagon 100 of sleepers 21, 22.
  • the reverse arrangement is however possible.
  • the transfer wagon 100 comprises at least one transporter 50 supported by a frame 60, the frame 60 being supported by the frame 110 and fixed relative to the frame 110.
  • the transporter 50 ensures the transshipment of new sleepers from the first reception area. Z1 to, and up to, the second conveying platform P2 , as well as the transshipment of used sleepers from the second reception zone Z2 to, and up to, the first conveying platform P1.
  • transshipment we mean here the transport, by lifting it and moving it in the air, of a load constituted here by one or more sleepers, from a point to another, here from the reception area to the conveying platform.
  • the first and second conveying platforms P1 , P2 are each distant from the first and second reception zones Z1 , Z2, along a longitudinal direction X of the transfer wagon 100.
  • the transporter 50 is located, with respect to the longitudinal direction X of the transfer wagon 100, between the reception area Z1 , Z2 and the conveying platform P1 , P2. In this way, the implementation of the transporter 50 makes it possible to ensure the continuity of the flow of evacuation C1 of the worn sleepers 22 and of the supply C2 of new sleepers 21.
  • the path of the worn sleepers 22 is as follows: the equipment 12 for removing worn sleepers 22 extracts one by one and repeatedly and successively worn sleepers 22 and then places them on a first discharge conveyor device A1 ; these worn sleepers 22 are then conveyed by the first discharge conveyor device A1 to the second zone Z2 for receiving the worn sleepers 22 where they are taken care of by the transporter 50 which moves them to the first platform P1 used sleepers 22, from which said used sleepers 22 are conveyed to a storage area of the rail vehicle 1 by a second discharge conveyor device A2.
  • the first and second discharge conveying devices A1 , A2 are here conveying devices with chain (s) 70, preferably metallic, mounted on support and drive devices 71 comprising return wheels such as only cogwheels and idlers. Often, these devices also include tensioning members (not shown) for the purpose of properly tensioning the chain (s) 70.
  • each of the first and second discharge conveying devices A1 , A2 comprises at least two paths.
  • a chain drive path can be formed by one and the same chain continuously circulating in a closed loop, or by a succession of continuous chains circulating in closed loops arranged successively along this drive path. sleepers. When several chains or chain drive tracks are mounted in parallel and convey the same sleepers, all or part of the support devices and drive, such as idler wheels and idle wheels, can optionally be shared. Of course, variants of conveying devices can be used.
  • the second zone Z2 for receiving the worn sleepers 22 may comprise a buffer zone located in the extension of the first discharge conveyor device A1 and making it possible to temporarily store a plurality of used sleepers 22 before being used. supported together, per package.
  • Such a buffer zone comprises for example a zone devoid of any drive means or a zone comprising one or more free or disengaged chains, that is to say without drive means engaged with the chains capable of constraining the chains in rotation. on this portion, known as the buffer, of conveying.
  • each worn cross member 22 then completes its journey on the chains of the discharge conveying device then comes into contact with and bears against the worn cross member 22 located in front of it and pushes it while driving it in its movement.
  • the route of the new sleepers 21 supplying the supply flow C2 of new sleepers 21 is as follows: the new sleepers 21 are routed by stacks from a storage area of the rail vehicle 1 to the first zone Z1 for receiving and unstacking the new sleepers 21 by a first delivery conveyor device B1 where they are taken over by the transporter 50 which moves the new sleepers 21 to the second platform P2 for conveying the new sleepers 21 from which said new sleepers 21 are conveyed to the installation equipment 11 of the new sleepers 21 by a second routing conveyor device B2.
  • the ferry 50 which ensures these operations is the same as that carrying out the operations of transferring the discharge stream C1 from the worn sleepers 22.
  • a single and single transporter 50 therefore implements the streams C1 and C2.
  • the second conveying platform P2 comprises, or even consists of, one of the ends of the second routing conveying device B2.
  • This second routing conveyor device B2 can be a chain conveyor (s) 70 as described with reference to the discharge conveyor devices A1 , A2.
  • the first feed conveyor device B1 comprises, or consists of, a mechanism 130 for moving stacks 21 ' of new sleepers 21 to move said stacks 21' of sleepers in translation step by step towards and up to the first zone Z1 for receiving and unstacking new sleepers 21.
  • the movement mechanism 130 equips a plurality of successive wagons of the rail vehicle 1 including at least storage cars 300 and the transfer wagon 100.
  • the set of wagons along which the movement mechanism extends is called by the work car suite.
  • the moving mechanism 130 includes two successive carriages 131 and adjacent to two, each carriage 131 being configured for supporting each a stack 21 'of new ties 21.
  • Each carriage 131 is here formed by a frame, for example metal, reinforced by a longitudinal central beam 136 , preferably metallic. This longitudinal central metal beam 136 of the carriage has at its two opposite ends an interface for receiving one end 134 ′ of a connecting rod 134 with another carriage 131.
  • the movement mechanism 130 comprises drive means 150 for moving each of the carriages 131 jointly reciprocally between a first and a second movement position.
  • Each carriage 131 carries a stack 21 ', 22 ' of sleepers 21, 22 following an advance path W1 from the first to the second displacement position, such as for a pair of adjacent given carriages 131 among the plurality of carriages 131 comprising a front carriage and a rear carriage, the second displacement position of the rear carriage corresponds to the first position of movement of the front carriage.
  • the carriages are also configured to travel a return path W2, from the second to the first travel position, while being unloaded.
  • the back-and-forth movement of a given carriage 131 is therefore a reciprocating movement along the same path, in a direction of advance W1, carrying a stack 21 ', 22' of sleepers 21, 22, and in a return direction W2, opposite to the direction of advance and unloaded, that is to say that they do not carry a stack 21 ', 22' of sleepers 21, 22.
  • Each carriage 131 therefore moves in the same way a shuttle between its two first and second positions.
  • Guide means 140 are provided to guide, along the longitudinal direction X of each of the work cars, the carriages 131 each having rollers 135 allowing the carriages 131 to roll on a guide track 132.
  • the guide means 140 include guide shoulders 141 located on either side laterally of each carriage 131 to delimit laterally by bordering them the advance W1 and return W2 paths.
  • Each transport structure 13 here comprises three successive carriages 131 (see for example the figures 7 and 8 ). In this way one can easily manage the transfer of a stack 21 ' of new sleepers 21 between two wagons.
  • the carriages 131 of the same transport structure 13 are thus connected two by two by a connecting rod 134 comprising two opposite ends 134 ' spaced apart longitudinally, each of them 134' is preferably connected to one or the other. of the two carriages 131 by a ball joint. Two joints in series therefore make it possible to ensure the connection between each carriage 131.
  • the instantaneous center of rotation of the adjacent wagons is moved away, during curved paths, as far as possible from the wagons, thus avoiding the risk of collision between two stacks of adjacent sleepers. at the junction, two wagons.
  • Each carriage 131 defines a first support plane P1 of a stack of sleepers on which the stack rests when the carriages move said stacks of sleepers along the advance path W1.
  • the displacement mechanism 130 further comprises a supporting structure 160 which defines a second support plane P2 of a stack of sleepers on which the stack of sleepers rests when the carriages move while being unloaded, that is to say without moving stacks of sleepers in their movement, along the return path W2.
  • the movement mechanism 130 comprises an elevator mechanism 170 configured to vary the relative vertical position of the first and second support planes P1 , P2 with respect to each other in the first and second longitudinal position of movement of the carriages 131, so that each stack 21 ', 22' of sleepers 21, 22 rests on the vertically highest support plane among the first and second support planes P1 , P2 (see figure 5 ).
  • the supporting structure 160 is secured to the frame 110 of the work cars by the lifting mechanism 170 comprising jacks 171 such as double-acting hydraulic jacks.
  • the supporting structure 160 has two support beams each located on either side of the carriages 131 each movable relative to the chassis of the associated wagon to which it is linked by at least part of the jacks 171.
  • the actuation of the jacks 171 therefore allows to vary the height of the supporting structure 160 relative to the chassis of the wagons, and therefore the height of the support plane P2.
  • the supporting structure 160 has two support beams each located on either side of the carriages 131. Each of these beams can be continuous or discontinuous longitudinally. In this embodiment, the beams are continuous longitudinally along each of the wagons, with discontinuities only between the wagons so that each of these beams constitutes guide shoulders 141 located on either side laterally of each carriage 131 for laterally delimit the advance W1 and return W2 paths.
  • the transverse spacing between the two guide beams or shoulders 141 is configured to be less than the length of the cross members.
  • the width of the carriages 131 is therefore also less than the length of the cross members, and also less than the distance separating the guide shoulders 141.
  • the cycle repetition of the sequence allows a displacement of the stacks 21 ' of new sleepers 21 step by step in the direction of the first zone Z1 for receiving and unstacking the new sleepers 21.
  • the drive means 150 here comprise a chain 151 meshing. a drive wheel 152 integral with only one of the carriages 131 of the transport structure 13, preferably integral with the central carriage 131 among the three carriages 131 of a transport structure 13.
  • the central carriage 131 is therefore driven directly by the chain 151 of the drive means 150, the front carriage 131A and the rear carriage 131C relative to this central carriage 131B are for their part driven indirectly by the central carriage 131 to which they are each linked by the connecting rod 134 (see par. example the figure 9 ).
  • the figure 9 illustrates a detailed view of two cars moving along a curved path of the railway track (not shown).
  • a wagon carries three stacks of sleepers aligned longitudinally, each transport structure 13 comprising here an equal number of carriages that the wagon can transport in a stack of sleepers along the advance path, namely three carriages. 131 successive.
  • a transport structure 13 composed of three carriages 131 is carried on a single car 200A.
  • the foremost carriage 131A of the transport structure 13 continues its course until it leaves the car 200A, placing itself partly in cantilever until 'to come and continue its guided course along a path of advancement of the adjacent 200B wagon downstream in the direction of displacement of the stacks of sleepers, which here is the upstream wagon in the direction of movement of the train.
  • the front carriage 131C is fully positioned on the carriage 200B and the sleeper stack carried by this carriage can be removed.
  • the central carriage 131B remains guided on the same wagon 200A, which is continuously driven by the drive means 150, without driving discontinuity between the two adjacent wagons.
  • the connecting rod 134 articulated between the two carriages 131C and 131B makes it possible to take the curved trajectories of the train, implying that the longitudinal axis X1 of the wagon 200A has an inclination with the longitudinal axis X2 of the adjacent wagon 200B.
  • a transverse clearance can be provided between the carriages 131 and the guide shoulders 141 so as to facilitate the guiding of the carriages moving straddling between the two adjacent wagons 200A, 200B and connected together along a curved path.
  • the transfer wagon 100 comprises an lifting mechanism 120 in the first zone Z1 for receiving and unstacking the new sleepers 21 towards which the stacks of sleepers moved by the displacement mechanism 130 converge one by one.
  • This lifting mechanism 120 makes it possible, as time goes by and as a stack 21 ' of new sleepers 21 is unstacked, being able to raise the stack 21' by a predetermined height so that the new sleepers 21 located on an upper end layer of the stack are positioned at a height. predetermined height and can be supported more easily by the ferry 50 and improve the speed of movement of said ferry 50.
  • the transporter 50 is unique.
  • the frame 60 which supports it comprises a plurality of uprights 62 erect vertically and carrying at least two horizontal beams 63, on which are arranged rails 61 for guiding and supporting a shuttle 53 movable in translation longitudinally with respect to the frame 60.
  • the uprights of the frame are fixed relative to the frame 110 of the transfer wagon 100.
  • the mobile shuttle 53 forms a horizontal structure moving on the two guide tracks formed by the rails 61, said shuttle 53 comprising at least a transverse beam, i.e. extending transversely between the two rails 61, and preferably two beams, forming an overhead crane and guided by the guide and support rails 61.
  • the transporter 50 further comprises a gripping system 51 of at least one cross member 21, 22 suspended by a lifting system 52 from the shuttle 53.
  • the lifting system 52 is a cable lifting system.
  • the gripping system 51 preferably comprises a lifting beam configured to transport a plurality of cross members 21, 22 grouped together by pack.
  • An operating mode will preferably be chosen in which the transporter 50 moves the sleepers 21, 22 in packages of a single layer, that is to say that during their transfer, the sleepers 21, 22 are not superimposed, but placed side by side.
  • the gripping system 51 comprises a spreader formed from one or more beams integral with one another and comprising at its transverse ends, and facing each other, jaws, for example in the shape of an "L", each jaw being articulated by its end to the lifter, and being controlled to pivot by a jack (not shown).
  • the work of the transporter 50 in particular of the shuttle 53, of the lifting system 52 and of the gripping system 51, is generally located inside a volume delimited by the frame 60 with the frame 110 of the transfer wagon. 100.
  • the working route of the transporter 50 it is contained for any position of its trajectory, in a volume delimited laterally by a gauge of the transfer wagon 100 of sleepers, preferably by a gauge of its frame 110, more preferably by the volume delimited by the frame 60.
  • the wagon has a size which does not go beyond beyond a conventional wagon.
  • the first conveying platform P1 and the first receiving zone Z1 are closer to a first end 101 of the transfer wagon 100 than the second conveying platform P2 and the second receiving zone Z2.
  • the first conveying platform P1 and the first receiving zone Z1 are close to the front end 101 of the transfer wagon 100, while the second conveying platform P2 and the second receiving zone Z2 are closer to a second end 102 of the transfer wagon 100, namely to the rear end.
  • first conveying platform P1 is closer to the first end 101 of the transfer wagon 100 than the first reception zone Z1.
  • second conveying platform P2 is closer to the second end 102 of the transfer wagon 100 than the second reception zone Z2.
  • the first conveying platform P1 is located at a height greater than that of the first reception zone Z1 and the second conveying platform P2 is located at a height greater than that of the second reception zone Z2.
  • the second discharge conveying device A2 is placed above the first receiving device. forwarding conveyor B1 .
  • the sleepers are stored in the form of stacks of sleepers and are placed under the second discharge conveyor device A2, which in turn transports the sleepers in bundles of a single layer of sleepers, that is to say without superimposition of sleepers. This makes it possible to place the center of gravity as low as possible and therefore to ensure better stability for the different wagons, such as the transfer wagon 100 and the storage wagons 300.
  • the transfer wagon 100 comprises, in a longitudinal direction X from the rear to the front: the first conveying platform P1 , the first reception zone Z1 , the second reception zone Z2 then the second P2 conveying platform.
  • the rail vehicle 1 also comprises a stacking car 200 of worn sleepers 22, illustrated in FIG. figure 4 .
  • This stacking wagon 200 is located directly after the storage wagons 300, themselves located directly after the transfer wagon 100 in the direction from the rear AR to the front AV of the rail vehicle 1.
  • the wagon 200 of stack comprises a stacking conveyor 250 which transfers the worn sleepers 22 from a third zone Z3 for receiving the worn sleepers 22 coming from the transfer wagon 100 after having been conveyed by the second discharge conveyor device A2, until being deposited on a stack 22 ' of worn sleepers 22 to be stacked.
  • This stacking zone Z4 is located on the supporting structure above the guide track 132 of the carriages 131.
  • the stack 22 ' of worn sleepers 22 can be advanced by the displacement mechanism 130 by a certain predetermined pitch p , corresponding to the pitch p of the displacement of the stack of new sleepers 21 ' towards the first reception zone Z1.
  • These operations are concomitant given that the rail vehicle 1 installs as many new sleepers 21 as it does not deposit worn sleepers 22.
  • a stack of new sleepers 21 is emptied in front of the storage area , in the first reception zone Z1 , a stack 22 ' of worn sleepers 22 is completed at the rear of the storage zone, in the stacking zone Z4.
  • the stacking zone Z4 and the first receiving zone Z1 form the two longitudinal ends of the first conveyor conveying device B1.
  • the third receiving zone Z3 comprises, or even consists of, one of the ends of the second discharge conveying device A2, opposite the end constituting the first conveying platform P1.
  • a buffer zone (not shown) can also be provided to receive the sleepers.
  • the single stacking conveyor 250 is supported by an associated frame 260 , said frame 260 being supported by the frame and fixed relative to said frame.
  • This stacking transporter 250 may be of a design similar to that of the transfer transporter 50 , but may be of a smaller size since the path to be covered is shorter.
  • the stacking wagon 200 further comprises a turntable system (not illustrated) making it possible to pivot at least one stack of sleepers, for example by 90 °, in order to facilitate their handling by a handling means external to the machine. .
  • the figure 6 illustrates a sectional view of a storage car 300 which differs substantially from that of the figure 5 in that the renewal train comprises a third conveying device D1 configured to transport material such as ballast.
  • material such as ballast.
  • ballast can be used ballast, new ballast, or even treated ballast from used ballast after having undergone a treatment allowing it to be recycled.
  • This sectional view shows in particular a positioning of the third conveying device D1 which is located vertically above the first discharge conveying device B1, therefore of the displacement mechanism 130, and of the second discharge conveying device. A2.
  • the illustrated wagon is located here upstream of the transfer wagon 100 with respect to the direction of travel of the train.
  • said third conveying device D1 will be placed vertically above the conveyor 50 at the level of the transfer wagon 100.
  • the transfer wagon preferably comprises a third conveying device, for example for conveying material such as ballast, located vertically at the- above the ferry.
  • the figure 10 illustrates an intersection 72 or overlap in the same horizontal plane of two pairs of chains 70 of a chain conveyor device 70.
  • this intersection of the end portions of the two pairs of chains 70 is made so as to have a predetermined spacing sufficient to allow a minimum articulation between the two conveying portions, each formed by a pair of chains.
  • Such a configuration is particularly advantageously at the intersection between two wagons and makes it possible to ensure perfect conveying of the sleepers 21, 22, without being impacted by the curves of the railway on which the train 1 runs.
  • the use of a displacement mechanism 130 as described is not limited to the strict use of the displacement of the stacks 21 ' of new sleepers 21 to form the first discharge conveying device B.
  • the first discharge conveying device A1 can be constituted by, or comprise, a displacement mechanism 130 having all or part of the aforementioned characteristics.
  • the supporting structure is fixed and that the lifting mechanism acts on the carriages. It is possible to envisage an embodiment where the carriages move on a closed loop path, each giving them each individually or not a change in vertical position. It is also conceivable that a lifting mechanism is housed in whole or in part in a thickness of each of the carriages and that they are configured to vary the height of the support planes P1.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP21167759.6A 2020-04-11 2021-04-11 Mechanismus zum hin- und herbewegen von schwellenstapeln und schienenfahrzeug, das einen solchen mechanismus umfasst Pending EP3892776A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2003671A FR3109129B1 (fr) 2020-04-11 2020-04-11 mécanisme de déplacement en va-et-vient de piles de traverses et véhicule ferroviaire comprenant un tel mécanisme

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EP3892776A1 true EP3892776A1 (de) 2021-10-13

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EP21167759.6A Pending EP3892776A1 (de) 2020-04-11 2021-04-11 Mechanismus zum hin- und herbewegen von schwellenstapeln und schienenfahrzeug, das einen solchen mechanismus umfasst

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US (1) US20210348341A1 (de)
EP (1) EP3892776A1 (de)
CN (1) CN113512915A (de)
AU (1) AU2021202200A1 (de)
BR (1) BR102021006920A2 (de)
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CN114214486A (zh) * 2021-11-23 2022-03-22 山东永安合力特种装备有限公司 一种液化石油气钢瓶的热处理方法

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DE102022128184A1 (de) * 2022-10-25 2024-04-25 K & K Maschinenentwicklungs Gmbh & Co. Kg System zum gleisgebundenen Transport von Gegenständen
CN117262626B (zh) * 2023-11-20 2024-03-26 中建安装集团有限公司 一种智能轨枕运输系统及运输方法

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FR2097373A6 (de) * 1970-07-03 1972-03-03 Drouard Freres Entr
FR2299459A1 (fr) * 1975-01-28 1976-08-27 Drouard Freres Ets Procede et dispositif pour le renouvellement des elements constitutifs d'une voie ferree
WO2019129678A1 (de) 2017-12-28 2019-07-04 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Schwellentransportfahrzeug

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Publication number Priority date Publication date Assignee Title
FR2097373A6 (de) * 1970-07-03 1972-03-03 Drouard Freres Entr
FR2299459A1 (fr) * 1975-01-28 1976-08-27 Drouard Freres Ets Procede et dispositif pour le renouvellement des elements constitutifs d'une voie ferree
WO2019129678A1 (de) 2017-12-28 2019-07-04 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Schwellentransportfahrzeug

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114214486A (zh) * 2021-11-23 2022-03-22 山东永安合力特种装备有限公司 一种液化石油气钢瓶的热处理方法

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CN113512915A (zh) 2021-10-19
FR3109129A1 (fr) 2021-10-15
BR102021006920A2 (pt) 2021-10-19
US20210348341A1 (en) 2021-11-11
AU2021202200A1 (en) 2021-10-28

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