EP3892776A1 - Mechanism for movement to-and-fro of piles of sleepers and railway vehicle comprising such a mechanism - Google Patents

Abstract

The invention relates to a mechanism (130) for moving stacks (21 ', 22') of sleepers (21, 22) intended to equip a railway track, the moving mechanism (130) being intended to equip at least two successive work cars (100, 200, 300) of a railway vehicle (1), the displacement mechanism (130) comprising guide means (140) configured to guide, along a longitudinal direction (X) of each of the cars, a plurality of adjacent carriages (131) in pairs, the movement mechanism (130) comprising drive means (150) for moving the carriages (131) jointly back and forth between a first and a second displacement position so that 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, and configured to travel a return path (W2), from the second to the first displacement position, being removed. argé.

Description

TECHNICAL FIELD OF THE INVENTION

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.

STATE OF THE PRIOR ART

The builders or operators of rail transport networks regularly need to build new railways or rebuild existing railways, that is to say to replace some of the elements that compose them such as rails and tracks. sleepers supporting the rails, as well as the fixing means and other accessories. Much of this need for renewal is due to age and wear of the tracks, but it may also involve replacing older models with newer models to provide better performance.

In the most complete case of renewal or construction, such operations are carried out using a rail convoy such as a so-called renewal or replacement train, respectively construction, comprising multiple specialized machines to perform the various operations of substitution, respectively of construction. 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.

Whether for construction or renewal, 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.

It is known to equip such a set of wagons with a continuous running track for a gantry which, during its back-and-forth movements, picks up new sleepers from a first storage wagon, deposits them on a second wagon, in particular on a conveyor belt towards the laying equipment, and if necessary takes up on return worn sleepers accumulated on a third wagon, which may possibly correspond to the second wagon, and will deposit them on a fourth storage wagon which can possibly correspond to the first wagon. The use of such a gantry makes it difficult to implement two conveying flows, all the more so when these directions of circulation are opposed with regard to the supply of new sleepers to the laying equipment and the evacuation of sleepers worn from unloading equipment to storage wagons. In addition, the back and forth of the gantry crane on its running track at relatively high speed alongside several wagons require special precautions and attention to avoid possible accidents to people in the vicinity of the train or on the train during operations. installation and removal of new and worn sleepers.

We also know from the document WO2019129678A1 , 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. In addition, 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.

DISCLOSURE OF THE INVENTION

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.

To do this is proposed, according to a first aspect of the invention, 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 By having 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, and configured to travel a return path, from the second to the first travel position, being unloaded.

Thanks to such a combination of characteristics, 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.

According to one embodiment, 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. Such a structure of several carriages connected together makes it possible to facilitate the movement of the stacks between two cars. In this way, this makes it possible to facilitate the direct drive of a trolley and, indirectly, that of the trolleys to which it is connected. This avoids the use of complex drive means to allow the passage from one wagon to another.

According to one embodiment, 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. 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.

According to one embodiment, 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.

According to one embodiment, 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. Such a structure provides guidance that is easy to implement and sufficiently precise in the context of such use.

According to one embodiment, 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.

According to one embodiment, 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.

According to one embodiment, the supporting structure is secured to the frame by the lifting mechanism, said lifting mechanism comprising jacks such as hydraulic jacks. The use of hydraulic jacks makes it possible to use a source of hydraulic energy commonly used on this type of rail vehicle and can be easily connected to such a hydraulic circuit.

According to one embodiment, 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.

According to another aspect of the invention, 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.

According to one embodiment, 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. Such a configuration therefore allows conveying at a lower level by means of the displacement mechanism, by stacks of sleepers on the one hand, and conveying at a higher level, therefore above the displacement mechanism, individually of the sleepers. 'somewhere else. In such a configuration, a relatively low center of gravity is obtained, improving the stability of the rail convoy.

According to one embodiment, 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.

BRIEF DESCRIPTION OF THE FIGURES

• [Fig. 1] : une vue de profil d'un véhicule ferroviaire selon un mode de réalisation de l'invention ;
• [Fig. 2] : une vue de côté d'un wagon de transfert selon ce mode de réalisation de l'invention ;
• [Fig. 3] : une vue de côté d'un wagon de stockage selon ce mode de réalisation de l'invention ;
• [Fig. 4] : une vue de côté d'un wagon d'empilement de traverses usées selon ce mode de réalisation de l'invention ;
• [Fig. 5] : une vue simplifiée et en coupe transversale d'un wagon de travail formant wagon de stockage, selon un mode de réalisation de l'invention ;
• [Fig. 6] : une vue simplifiée et en coupe transversale d'un wagon de travail formant wagon de stockage, selon un mode de réalisation de l'invention ;
• [Fig. 7] : une vue de côté d'une structure de transport selon un mode de réalisation de l'invention comprenant trois chariots articulés entre eux ;
• [Fig. 8] : une vue de dessus de la figure 7 ;
• [Fig. 9] : une vue de dessus de deux wagons de travail adjacent, durant une trajectoire courbe du véhicule de transport ferroviaire ;
• [Fig. 10] : une vue de dessus d'une jonction entre deux convoyeurs.

Other characteristics and advantages of the invention will emerge on reading the following description, with reference to the appended figures, which illustrate:

• [ Fig. 1 ]: a side view of a railway vehicle according to one embodiment of the invention;
• [ Fig. 2 ]: a side view of a transfer wagon according to this embodiment of the invention;
• [ Fig. 3 ]: a side view of a storage wagon according to this embodiment of the invention;
• [ Fig. 4 ]: a side view of a stacking car of worn sleepers according to this embodiment of the invention;
• [ Fig. 5 ]: a simplified view in cross section of a work car forming a storage car, according to one embodiment of the invention;
• [ Fig. 6 ]: a simplified view in cross section of a work car forming a storage car, according to one embodiment of the invention;
• [ Fig. 7 ]: a side view of a transport structure according to an embodiment of the invention comprising three carriages articulated together;
• [ Fig. 8 ]: a top view of the figure 7 ;
• [ Fig. 9 ]: a top view of two adjacent work cars, during a curved path of the rail transport vehicle;
• [ Fig. 10 ]: a top view of a junction between two conveyors.

For greater clarity, identical or similar elements are identified by identical reference signs in all of the figures.

In the description and the claims, to clarify the description and the claims, the longitudinal, transverse and vertical terminology will be adopted without limitation with reference to the trihedron X, Y, Z indicated in the figures.

DETAILED DESCRIPTION OF AN EMBODIMENT

With reference to the figure 1 , is illustrated 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.

• un flux d'évacuation C1 des traverses usées 22 depuis les équipements de dépose de traverses usées 22 jusqu'à une zone de stockage du véhicule ferroviaire 1 pouvant s'étendre sur plusieurs wagons de stockages, le flux d'évacuation C1 étant orienté suivant la direction longitudinale du wagon de transfert et dans un premier sens ; et
• un flux d'approvisionnement C2 de traverses neuves 21 depuis une zone de stockage du train jusqu'aux équipements de pose des nouvelles traverses 21, le flux d'approvisionnement C2 étant orienté suivant la direction longitudinale du wagon de transfert et dans un second sens, opposé au premier sens.

With reference to figures 1 to 10 , the renewal train 1 is equipped with a transfer wagon 100 of sleepers 21, 22. The transfer wagon 100 is intended to be arranged relative to the renewal train 1 , between on the one hand, at least one wagon comprising equipment for laying 11 new sleepers 21 and removing 12 worn sleepers 22 and, on the other hand, storage wagons 300 ( figure 3 ) new sleepers 21 and worn sleepers 22. The function of the transfer wagon 100 is to ensure the continuity of flows between:

• an evacuation flow C1 of the worn sleepers 22 from the equipment for removing used sleepers 22 to a storage area of the railway vehicle 1 which can extend over several storage wagons, the evacuation flow C1 being oriented according to the longitudinal direction of the transfer car and in a first direction; and
• a supply flow C2 of new sleepers 21 from a storage area of the train to the equipment for laying new sleepers 21, the supply flow C2 being oriented in the longitudinal direction of the transfer wagon and in a second direction, opposite to the first meaning.

In the configuration illustrated in the figures, 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.

• une première zone Z1 de réception et de dépilement des nouvelles traverses 21 configurée pour réceptionner les nouvelles traverses 21 en provenance d'une zone de stockage 300 du véhicule ferroviaire 1 ;
• une première plateforme P1 de convoyage des traverses usées 22, à partir de laquelle lesdites traverses usées 22 peuvent être convoyées vers une zone de stockage 300 du véhicule ferroviaire 1 ;
• une deuxième zone Z2 de réception des traverses usées 22 configurée pour réceptionner les traverses usées 22 depuis les équipements de dépose des traverses usées 22 ;
• une deuxième plateforme P2 de convoyage des nouvelles traverses 21 à partir de laquelle lesdites nouvelles traverses 21 peuvent être convoyées vers les équipements de pose des nouvelles traverses 21.

The transfer wagon 100, like the other wagons of the rail vehicle 1, comprises a frame 110 supported by two bogies 111, located at the two front and rear ends of the frame 110, and each provided with one or more sets of wheels 112. To this end, provision is preferably made for the bogies to each comprise a bogie frame, at least two sets of wheels 112, and at least one suspension between the two sets of wheels and the bogie frame. The transfer wagon 100 is located between the streams C1 and C2, that is to say at the intersection of the two streams of discharge C1 of the worn sleepers 22 on the one hand, and of supply C2 of new sleepers 21 on the other hand. The 100 transfer car includes:

• a first zone Z1 for receiving and unstacking the new sleepers 21 configured to receive the new sleepers 21 coming from a storage zone 300 of the rail vehicle 1 ;
• a first platform P1 for conveying the used sleepers 22, from which said used sleepers 22 can be conveyed to a storage area 300 of the railway vehicle 1 ;
• a second zone Z2 for receiving the worn sleepers 22 configured to receive the worn sleepers 22 from the equipment for removing the worn sleepers 22 ;
• a second platform P2 for conveying the new sleepers 21 from which said new sleepers 21 can be conveyed to the equipment for laying the new sleepers 21.

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. By 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. Preferably, each of the first and second discharge conveying devices A1 , A2 comprises at least two paths. chain drives mounted in parallel, the worn sleepers 22 then being conveyed resting on the two parallel chains at the same time. 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 receiving the worn sleepers 22 from the equipment for depositing 12 the worn sleepers 22 as well as the first platform P1 for conveying the worn sleepers 22, from which said used sleepers 22 are conveyed to a storage area of the railway vehicle 1, each comprise or are each constituted by one of the ends of the first and second discharge conveyor devices A1 , A2, respectively. As a variant, or even in addition, 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. In such a configuration, 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.

In parallel with the discharge flow C1 of used sleepers 22, 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.

Some of the adjacent carriages 131 in pairs are interconnected by at least one articulation 133 to form a transport structure 13. 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.

• les chariots 131, entraînés par les moyens d'entraînement 150, circulent sur la piste de guidage 132 guidés par les moyens de guidage 140, et transportent chacun une pile 21' de nouvelles traverses 21 le long du chemin d'avancement W1 lorsque la structure porteuse 160 est en position abaissée verticalement et se trouve sous le plan de support P1 des chariots 131, c'est-à-dire lorsque P2 est à une hauteur inférieure à celle de P1 ; et
• les chariots 131 circulent sur la piste de guidage 132 et sont libres d'évoluer le long du chemin de retour W2 sans manipuler les nouvelles traverses 21 lorsque la structure porteuse 160 est en position montée verticalement à un niveau supérieur à celui des chariots 131, c'est-à-dire lorsque P2 est à une hauteur supérieure à P1.

In this configuration:

• the carriages 131, driven by the drive means 150, circulate on the guide track 132 guided by the guide means 140, and each transport a stack 21 ' of new sleepers 21 along the advancement path W1 when the structure carrier 160 is in vertically lowered position and is located under the support plane P1 of the carriages 131, that is to say when P2 is at a height lower than that of P1; and
• the carriages 131 circulate on the guide track 132 and are free to move along the return path W2 without manipulating the new sleepers 21 when the supporting structure 160 is in a vertically mounted position at a level higher than that of the carriages 131, c 'that is to say when P2 is at a height greater than P1 .

• dans la première position de déplacement longitudinale des chariots 131, la structure porteuse 160 est abaissée par les vérins 171 jusqu'à ce que le plan de support P2 se retrouve sous le plan de support P1, les piles de traverses viennent dans le même temps se poser simultanément sur les plans de support P1 des chariots 131, chaque chariot 131 supportant alors une pile 21' de nouvelles traverses 21 ;
• les moyens d'entraînement 150 déplacent chaque chariot 131, chacun portant une pile 21' de nouvelles traverses 21 d'un pas p prédéterminé correspondant à un espacement entre deux chariots 131, de sorte à venir dans une deuxième position de déplacement longitudinale des chariots correspondant pour chacun à la première position longitudinale du chariot qui lui est situé directement devant ou en aval par rapport au sens de déplacement des piles de traverses, c'est-à-dire que pour une paire de chariots 131 adjacents parmi la pluralité de chariots 131 comprenant un chariot avant et un chariot arrière, la deuxième position de déplacement du chariot arrière correspond à la première position de déplacement du chariot avant ;
• dans la deuxième position de déplacement longitudinale des chariots 131, la structure porteuse 160 est montée jusqu'à ce que le plan de support P2 se retrouve au-dessus du plan de support P1, chacune des piles 21' étant soulevée simultanément par la structure porteuse 160 sur le plan de support P2 grâce à l'actionnement des vérins 171,
• les moyens d'entraînement 150 déplacent ensuite les chariots 131 à vide ou déchargés jusqu'à leur position de départ, à savoir dans la première position de déplacement longitudinale des chariots 131, pour se positionner chacun sous une autre pile 21' de traverse 21, qui vient d'être également déplacée durant la séquence par les chariots arrières.

A sequence of displacement of the stacks of new sleepers 21 by the displacement mechanism 130 is for example the following:

• in the first longitudinal displacement position of the carriages 131, the supporting structure 160 is lowered by the jacks 171 until the support plane P2 is found under the support plane P1 , the stacks of sleepers come at the same time simultaneously placing on the support planes P1 of the carriages 131, each carriage 131 then supporting a stack 21 ' of new sleepers 21 ;
• the drive means 150 move each carriage 131, each carrying a stack 21 ' of new sleepers 21 of a predetermined pitch p corresponding to a spacing between two carriages 131, so as to come into a second longitudinal displacement position of the corresponding carriages for each at the first longitudinal position of the carriage which is located therein directly in front of or downstream with respect to the direction of movement of the stacks of sleepers, that is to say that for a pair of adjacent 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 displacement position of the front carriage;
• in the second longitudinal displacement position of the carriages 131, the supporting structure 160 is mounted until the support plane P2 is found above the supporting plane P1 , each of the stacks 21 ' being simultaneously lifted by the supporting structure 160 on the support plane P2 thanks to the actuation of the jacks 171,
• the drive means 150 then move the empty or unloaded carriages 131 to their starting position, namely in the first longitudinal displacement position of the carriages 131, to each position themselves under another stack 21 ' of cross member 21, which has also just been moved during the sequence by the rear carriages.

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 ). It is possible to envisage a chain circulating in a closed loop for each wagon, and / or one or more chain (s) circulating in a closed loop, some of which may be straddling two wagons. Such a chain makes it possible to drive each carriage 131 back and forth in the direction of movement of the chain.

The figure 9 illustrates a detailed view of two cars moving along a curved path of the railway track (not shown). It will be noted in this embodiment 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. In the first longitudinal displacement position of the carriages 131, a transport structure 13 composed of three carriages 131 is carried on a single car 200A. During the movement from the first to the second longitudinal movement position of the carriages 131, 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. In the second longitudinal displacement position as illustrated in figure 9 , 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. Furthermore, 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.

In this embodiment, 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. Moreover, whatever 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. In this way, at the same time to ensure the safety of people on the edges of the transfer wagon 100, 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. In particular, 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.

Moreover, and although located at different heights, the first conveying platform P1 is closer to the first end 101 of the transfer wagon 100 than the first reception zone Z1. Similarly, the second conveying platform P2 is closer to the second end 102 of the transfer wagon 100 than the second reception zone Z2. These longitudinal offsets allow accessibility by the transporter 50 along the same axis, corresponding to its axis of translation along the frame 60.

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. By positioning the first conveying platform P1 at a height greater than that of the first receiving zone Z1 , and in relation to the storage wagons 300, 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.

Due to the arrangement of the first conveying platform P1 with respect to the first receiving zone Z1 , of the second conveying platform P2 with respect to the second receiving zone Z2 , these discharge and supply flows C1 C2 are here crossed. As the transporter 50 is the only one to operate the two flows, namely the discharge flow C1 for the worn sleepers 22 and the supply flow C2 for new sleepers 21, the transfer steps are implemented in a sequenced manner.

Along a longitudinal axis X, the first and second platforms P1 , P2 and the first and second zones Z1 , Z2 are located so that the transporter 50 is able to travel the paths of the evacuation C1 and supply C2 flows when it translates longitudinally with respect to the frame 60 in a single round trip between two extreme longitudinal positions. In this first embodiment, 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. In this way, once the stack 22 ' of worn sleepers 22 has been completed by the transporter 260, it 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. In this way, when 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. Of course, it 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. On a portion located downstream of the transfer wagon 100 with respect to the direction of advance of the train, in this case, a positioning of the third conveying device D1 which is located vertically above the second conveying device B2 and of the first discharge conveyor device A1. In this case, to ensure continuity of the conveying on the third conveying device D1, said third conveying device D1 will be placed vertically above the conveyor 50 at the level of the transfer wagon 100.

In general, it will be noted that whatever the flow of sleepers implemented by the rail vehicle, 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. Such an interweaving of two pairs of chains, each continuous and circulating in a closed loop, arranged successively along the path drives, makes it possible to ensure a continuity of movement in the conveying of the sleepers 21, 22. Furthermore, 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.

Of course, the invention is described in the foregoing by way of example. It is understood that a person skilled in the art is in a position to produce various variant embodiments of the invention without, however, departing from the scope of the invention.

One can for example consider a significantly different configuration of the transfer wagon. For example, it is possible to place the second reception zone Z2 at a height greater than that of the second conveying platform P2 and / or to place the second reception zone Z2 closer to a second end 102 of the transfer wagon 100 that the second conveying platform P2 so that the transfer wagon 100 comprises, in a longitudinal direction from rear to front: the first conveying platform P1 , the first receiving zone Z1 , the second conveying platform P2 then the second reception zone Z2.

Of course, 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. For example, complementarily or not, the first discharge conveying device A1 can be constituted by, or comprise, a displacement mechanism 130 having all or part of the aforementioned characteristics.

It is also conceivable that 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.

It is pointed out that all the characteristics, as they become apparent to a person skilled in the art from the present description, the drawings and the appended claims, even if concretely they have been described only in relation to others. certain characteristics, both individually and in any combination, may be combined with other characteristics or groups of characteristics disclosed here, provided that this has not been expressly excluded or that technical circumstances make such combinations impossible or unnecessary. sense.

Claims (12)

Movement mechanism (130) of stacks (21 ', 22') of sleepers (21, 22) intended to equip a railway track, the displacement mechanism (130) being intended to equip a group of at least two successive work cars (100, 200, 300) of a railway vehicle (1), each work car (100, 200, 300) comprising a frame (110) supported by at least one set of wheels (112), the moving mechanism (130) comprising guide means (140) configured to guide, along a longitudinal direction (X) of each of the work cars (100, 200, 300), a plurality of adjacent carriages (131) in pairs, the movement mechanism (130) comprising drive means (150) for moving the carriages (131) together reciprocally between a first and a second displacement position so that each carriage (131) ) carries a stack (21 ', 22') of sleepers (21, 22) following an advance path (W1) from the first to the second position of displacement acement, such that 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 displacement position of the front carriage, and configured to travel a return path (W2), from the second to the first travel position, being unloaded. Displacement mechanism (130) according to claim 1, characterized in that at least part of the two by two adjacent carriages (131) are interconnected by at least one articulation (133) to form a transport structure (13) so that each transport structure (13) preferably comprises three successive carriages (131). Displacement mechanism (130) according to claim 2, characterized in that the carriages (131) of the same transport structure (13) are connected in pairs by a connecting rod (134), the connecting rod (134) of connection comprising two opposite ends (134 ') spaced apart longitudinally, each of which is preferably connected to one or the other of the two carriages (131) by a ball joint. Movement mechanism (130) according to any one of the preceding claims, characterized in that it is configured to move each carriage (131) back and forth, by a step (p) corresponding to a distance between the first displacement position and the second displacement position, greater than or equal to a length (l) of a stack of sleepers (21,22). Movement mechanism (130) according to any one of the preceding claims, characterized in that the guide means (140) comprise guide shoulders (141) located on either side laterally of each carriage (131) to delimit laterally by bordering the advance (W1) and return (W2) paths. Displacement mechanism (130) according to any one of the preceding claims, characterized in that each carriage (131) defines a first support plane (P1), the displacement mechanism (130) comprising a supporting structure (160) defining a second support plane (P2), the displacement mechanism (130) further comprising 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 the 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). Displacement mechanism (130) according to claim 5 and 6, characterized in that the supporting structure (160) forms the guide shoulders (141). Movement mechanism (130) according to claim 6 or 7, characterized in that the supporting structure (160) is secured to the frame (110) by the lifting mechanism (170), said lifting mechanism (170) comprising jacks (171) such as hydraulic cylinders. Displacement mechanism (130) according to any one of the preceding claims, characterized in that the drive means (150) comprise at least one chain (151) meshing with a drive wheel (152) integral with all or part of the carriages (131), to drive each carriage (131) back and forth, the chain (151) preferably directly driving a carriage (131) per transport structure (13). Railway work vehicle (1) of the type comprising, for example, equipment for installing (11) new sleepers (21) and / or removing worn sleepers (22), the railway vehicle (1) comprising at least two work wagons (100, 200, 300) successive, the railway works vehicle (1) being characterized in that it comprises at least one movement mechanism (130) of stacks (21 ', 22') of sleepers (21, 22) according to any one of the preceding claims. Railway work vehicle (1) according to claim 10, characterized in that at least part of the work wagons (100, 200, 300) further comprises an upper conveying device (A2) located at a height greater than that of the displacement mechanism (130), the conveying device (A2) being configured to transport the sleepers (21, 22) individually. Railway works vehicle (1) according to Claim 10, characterized in that the displacement mechanism (130) allows the displacement of sleepers (21, 22) by stack (21 ', 22') of superimposed sleepers, in a first direction of displacement along a longitudinal direction (X) of each given work car (100, 200, 300), and in that the upper conveying device (A2) allows the displacement of sleepers (21, 22) individually, in a second direction of movement opposite to the first direction, along the longitudinal direction (X, X1, X2) of each given work car (100, 200, 300).

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