EP4179147A1

EP4179147A1 - Initial and final methods for laying long rails

Info

Publication number: EP4179147A1
Application number: EP21735569.2A
Authority: EP
Inventors: Marco PILLER; Jacques Pilet; Marc-Antoine SAVOYAT; Milan STUPAR; Alain MUNDT
Original assignee: Matisa Materiel Industriel SA
Current assignee: Matisa Materiel Industriel SA
Priority date: 2020-07-08
Filing date: 2021-07-08
Publication date: 2023-05-17
Also published as: US20230279616A1; BR112023000149A2; FR3112353A1; CA3183514A1; CN115956148A; ZA202213680B; KR20230054662A; WO2022008686A1; AU2021305404A1; FR3112353B1; JP2023532463A

Abstract

Disclosed is an initial method for laying new long rails (22) of a railway track (20) by means of a work train (100) travelling in a direction of travel (F2), the initial method being intended to be implemented during a process for replacing old rails (21) of the railway track (20), said method comprising a phase (B) during which the new long rails (22) are laid and subsequently fastened to sleepers (23) of the railway track (20) when the work train is travelling in said direction of travel (F2), the initial laying method comprising: a step of laying at least one portion of a first of the new long rails (221) on the sleepers (23) at at least one end (211') of an old joining rail (211); an end-to-end connection step of connecting the end (211') of the old joining rail (211) to at least one end (221') of the first new long rail (221) by means of at least one temporary connection device (30); a step of welding, for example thermite welding, the respective connected ends of the old joining rail (211) and the first new long rail (221); the initial laying method comprising, prior to the laying step, a step of heating or cooling, for neutralising to the reference temperature, at least one end portion (221') of the first new long rail (221), the end portion comprising the end (221') of the first new long rail (221) to which the end (211') of the old joining rail (211) is required to be connected. A final method for laying new long rails (22) of a railway track (20) by means of a work train (100) travelling in a direction of travel (F2) is also disclosed.

Description

DESCRIPTION

INITIAL AND FINAL PROCESSES FOR LAYING LONG RAILS

TECHNICAL FIELD OF THE INVENTION

The invention relates, in general, to the technical field of work trains such as construction and renewal trains consisting in installing equipment necessary for the construction of railway tracks or, in the case of renewal, to replace all or part of the constituent materials of the tracks, namely the rails and the fixed structure such as the 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 an initial process for laying long new rails of a railway track by a work train, a final laying process, and a process for renewing old rails, already laid, of a railway track by new long rails initiated and/or finalized by these initial and/or final processes for laying new long rails.

PRIOR ART

[0003] Builders or managers of rail transport networks regularly need to build new railroads or redo existing railroads, that is to say, to replace some of the elements that make them up, such as the rails and the sleepers supporting the rails, as well as the fastening means and other accessories. A large part of this need for renewal is due to track wear, but it can also be to replace older models with newer models to allow for better performance.

[0004] In the most complete case of renewal, such operations are carried out using a railway convoy such as a renewal train, comprising multiple specialized machines for carrying out the various renewal operations. A typical operation of complete renewal of the railway implements specialized railway convoys comprising machines capable of carrying out the following operations in sequence: stripping, screening of the ballast and evacuation of stripping products, by conveyor belts on wagons intended for landfill or by direct jet to the embankment, renewal of the track to be renewed (rails and sleepers), ballasting and lifting of the track, leveling and dressing, welding of the rails, release of constraints, new leveling-dressing, adjustment of benches and cleaning of shoulders.

[0005] The constant search for safety and increased speed of movement of railway vehicles has led to the design of rails called "long welded rails" ("LRS") or "long bars". In the particular case of rail renewal, the renewal operation consists of replacing old rails with new long rails without intervening on the other elements of the track (platform, ballast, sleepers). It typically involves the implementation of the following steps: supply of new rails of the "LRS" type in the form of "long bars" (for example 324 meters), previously produced in welding workshops far from the site from elementary rails ( for example three elementary rails of 108 meters each), from rail manufacturing plants, removal of fasteners and cutting of old rails, removal of old rails, installation and end-to-end alignment of new rails, aluminothermic welding of new rails between them placed end to end, fastening of the new rails to the sleepers, connection of the new rails to the existing line by aluminothermic welds, release of constraints (loosening of the fasteners of the new rails, striking, re-tightening of the fasteners), neutralization of the rail if necessary with a rail puller, gas heater or other method depending on the temperature at the time of substitution, loading and removal of old rails, and cleaning of the site.

[0006] On a track equipped with "normal" bars, the expansion is absorbed at the level of the rail joints, a precisely regulated clearance between two consecutive bars allowing a slight lengthening of the rails. Such a channel is therefore relatively insensitive to temperature variations. This is not the case with a track equipped with long bars or "LRS" because in this case there are no joints between the rails to absorb the expansion. The tightening of the rail on the sleepers and the anchoring of the sleepers in the ballast oppose the free movement of the rails under the effect of temperature variations. The expansion of the rail being opposed, it is compensated by an increase in the internal tensions of the rail. When the resistance of the ballast is no longer sufficient to oppose the internal stresses of the rail, the rail then ends up stretching: as it cannot stretch lengthwise, it does so in the lateral direction, thus creating a deformation of the geometry of the track frame. Such deformations of the track are obviously extremely dangerous.

[0007] To considerably reduce the risk of said rails breaking in cold weather or deformation in very hot weather, it is known practice to carry out a so-called “neutralization” operation on the new rails. This neutralization makes it possible to fix the rails at a given state of expansion, either at a determined average temperature (for example 25°C) when the neutralization takes place by heating the rails, or with a stretching of the rails corresponding to their expansion at this temperature. average when the neutralization operation is done by stretching the rails.

[0008] All these operations carried out step by step, by portion of rails, rail after rail or long bar after long bar, require a lot of time as well as an interruption of circulation. The same operations are necessary when laying a new track, with the exception of course of dismantling the old attachments and removing the old rails.

[0009] Solutions capable of implementing rail renewal operations with a step of neutralizing the rails have been known for a long time, but at relatively low speeds, or even which are not suitable for the renewal of rails for laying long welded rails. Other existing solutions require the use of several different rail convoys each to implement only part of the renewal operations, which proves costly. Moreover, such renewal projects are very long and require a larger workforce. Finally, when such solutions propose a neutralization of the rail, this neutralization turns out to be non-existent at the ends of the new rails connected to the old railway line or carried out in an artisanal manner by separate means.

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 implement a process for renewing old rails by new long rails, offering an immobilization of the track as short as possible to reduce the duration of the work, while guaranteeing good safety of the track laid, in particular at the ends of the old rails flanking a portion of the track to be renewed, corresponding to the ends of the new rails connected to the old railway line.

To do this is proposed, according to a first aspect of the invention, an initial process for laying long new rails of a railway track by a work train traveling in one direction of traffic, the initial process being intended to be implemented during a process for renewing old rails of the railway line of the type comprising a phase during which the long new rails are laid and then fixed on a fixed structure of the railway line when the work train is traveling in the direction of travel the initial laying method comprising: a step of laying at least part of a first of the new long rails on the fixed structure at at least one end of an old junction rail; a step of temporary end-to-end connection of the end of the old junction rail with at least one end of the first long new rail by at least one temporary connection device; a step of permanent connection, for example by welding, for example aluminothermic, of the two connected ends of the old junction rail and of the first new long rail; the initial laying process being characterized in that it comprises, prior to the laying step, a step of heating or cooling to neutralize at the reference temperature, at least one end portion of the first long rail new, the end portion comprising the end of the first new long rail to which the end of the old junction rail must be connected.

[0012] The term “long rails” is understood to mean rails also called “long welded rails” (“LRS”) or “long bars”. These long welded rails are formed from one or a plurality of elementary rails of normal length, or "normal bars", welded together, generally in welding workshops remote from the site, and thus forming a single continuous unit. The distinction between long welded rails and normal bar rails is then very clear in terms of length, long welded rails can extend over several hundred meters or even kilometers. The railway here concerns both tracks laid on ballast, or tracks without ballast laid on other supports (tracks on concrete, tracks on slabs, etc.). The fixed structure of the railway track can vary depending on and include, for example, depending on the type of track, sleepers, slabs, a concrete platform, etc.

[0013] Thanks to such a combination of characteristics, such a method allows a connection between the old railway line and the new railway line with a level of safety guaranteed by the neutralization of the rails before their fixing equivalent to the rest of the track, in particular here at the end portion of the first new long rail. Of course, the initial laying process can be implemented on a row of rails of the railway or else simultaneously on the two rows of parallel rails of the railway.

[0014] According to one embodiment, the initial laying process comprises a step of neutralizing, preferably by heating or cooling, an end portion of the old junction rail comprising the end of the old junction rail to which must be connected the end portion of the first new long rail.

[0015] According to one embodiment, the step of heating or cooling of neutralization to the reference temperature of the end portion of the first new long rail is preceded by the step of neutralization, preferably by heating or cooling , of the end portion of the old junction rail comprising the end of the old junction rail to which the end portion of the first new long rail must be connected. [0016] According to one embodiment, the step of heating or cooling to neutralize the end portion of the old junction rail is carried out by means of transfer or thermal insulation, which preferably comprise a source of infrared radiation to heat said end portion of the old junction rail to the reference temperature.

[0017] According to one embodiment, prior to the end-to-end connection step of the end of the old junction rail with the end of the first new long rail by the temporary connection device, a step of cutting the rail old junction is made to form the end of the old junction rail to be joined.

[0018]According to one embodiment, the temporary connection device comprises at least one fishplate or a rail puller. Temporary connection devices such as fishplates or rail pullers have the function of keeping the ends of the rails butted together, regardless of the variations in outside temperature, thus guaranteeing the perfect joining of the ends. Another function is to maintain the reference length of the old and new rail until the end welding stage. This temporary connection device is removed once the ends of the rails are welded, and the weld has cooled after a predetermined cooling time, usually twenty minutes. The permanent connection, subsequent to the temporary connection, makes it possible to guarantee movement at normal speed of a rail vehicle, while the temporary connection only allows movement at reduced speed.

[0019] According to one embodiment, before or after the step of temporary end-to-end connection of the end of the old junction rail with the end of the first new long rail by the temporary connection device, said ends undergo a preparation step for the permanent connection step, for example a step of machining by abrasion.

According to another aspect of the invention, the latter relates to a final method for laying long new rails of a railway track by a work train traveling in one direction of traffic, the final method being intended to be implemented during a process for renewing old rails of the railway line of the type comprising a phase during which the long new rails are laid and then fixed on a fixed structure of the railway line when the work train is traveling in the direction of travel, the final laying process comprising: a step of laying at least part of a last of the new long rails on the fixed structure at at least one end of an old junction rail; a step of temporary end-to-end connection of one end of the last new long rail with at least G end of the old junction rail by at least one temporary connection device; a step of permanent connection, for example by welding, for example aluminothermic, of the two connected ends of the old junction rail and of the last new long rail; the final laying process being characterized in that it comprises, prior to the laying step, a step of heating or cooling to neutralize at the reference temperature, at least one end portion of the last long rail new, the end portion comprising the end of the last new long rail to which the end of the old junction rail must be connected.

[0021] According to one embodiment, the final laying process comprises a step of neutralizing, preferably by heating or cooling, an end portion of the old junction rail comprising the end of the old junction rail to which must be connected the end portion of the first new long rail.

[0022] According to one embodiment, the heating or cooling step of neutralization to the reference temperature of the end portion of the last new long rail is followed by the neutralization step, preferably by heating or cooling. , of the end portion of the old junction rail comprising the end of the old junction rail to which the end portion of the last new long rail must be connected.

The steps implemented and the means used for this final process are mutatis mutandis similar to the initial process. Thus, and in the same way as for the end portion of the first new long rail, such a process allows a connection between the old railway track and the new railway track, with a level of safety guaranteed by the neutralization of the rails before their fixing comparable to the rest of the track, in particular here at the level of the end portion of the last new long rail .

According to another aspect, the invention also relates to a process for renewing old rails of a railway track of the type comprising a phase during which the long new rails are laid and then fixed to a fixed structure of the railway track by a work train traveling in one direction of travel, the renewal process being characterized in that the phase is initiated by the initial process for laying long new rails as described above and/or is finalized by the final process for laying new long rails as described above.

[0025]According to one embodiment, the renewal process comprises a first phase during which new long rails are unloaded along the railway track from a transport train of a work train traveling in a first direction of travel, and includes a second phase in which the works train travels in a second direction of travel opposite to the first direction of travel, the long new rails being laid and then fixed to the fixed structure such as the sleepers of the railway track during the second phase.

[0026] Such a renewal process can be implemented by a single work stream. Furthermore, the operations performed can be sequenced in an optimized manner. It is no longer necessary to carry out all the operations at the same time, or sequenced successively in a single direction of traffic, which would have the effect of reducing the speed of traffic on the site according to the most restrictive operation. Indeed, when the work train implements all the operations in series, one operation requiring the immobilization of the work train is enough to limit the progress of the work on the other operations. By proceeding in such a manner sequenced in two phases, and by distributing the renewal operations both in one direction of circulation, then in the other direction of circulation, it is noted a reduction in the time of the works for a length of rails renewed equivalent. Finally, it is possible to perform all these operations during the same temporary traffic interruption while minimizing the duration of this interruption.

[0027] According to one embodiment, the work train comprises vehicles mounted on wheel sets, for example bogies, the step of neutralization by heating or neutralization cooling being carried out in a zone of the work train located in upstream of the first of the wheel sets of the works train on the new long rails, in relation to the second direction of traffic.

According to one embodiment, the neutralization heating or cooling step is followed by a step of maintaining and/or correcting the reference temperature of the neutralized rail portion, by heat transfer or insulation, the step of maintaining and/or correcting the reference temperature preferably being carried out in a zone of the work train located at least downstream of the first of the wheel trains bearing on the new long rails, with respect to the second direction of circulation. Preferably, the heat transfer or insulation means comprise a source of infrared radiation. During a step of maintaining and/or correcting the reference state, the maintaining means can ensure a correction of the neutralization, in addition to said neutralization step, so as for example to tend towards a reference state which n would not have been reached during the previous neutralization step.

[0029] Once the new long rails have been placed on the fixed structure, a certain distance separates the zone for laying these rails from a zone for fixing said rails to the fixed structure. Such a step of maintaining and/or correcting the reference state, for example the reference temperature, downstream with reference to the second direction of circulation and at a distance from the neutralization step makes it possible to guarantee fixing of the long rails new neutralized, in particular with a temperature maintained at the reference temperature. This makes it possible to further reduce the risks of rupture of said rails or of deformation of the track depending on the differences in heat to which they are subjected.

[0030] The initial process is an initial or engagement phase of the steps of laying the long new rails and dismantling the old rails by the work train to start the renewal starting from this initial configuration of a section of railway.

[0031] Preferably, the neutralization during the initial process of laying the end portion of the old junction rail is carried out by all or part of the means for maintaining and/or correcting the reference temperature.

[0032] The final process is a final phase or clearing of the stages of laying long new rails and dismantling old rails by the work train to finalize the renewal of a portion of railway track.

[0033] Preferably, the neutralization during the final laying process of the end portion of the old junction rail is carried out by all or part of the means for maintaining and/or correcting the reference state.

BRIEF DESCRIPTION OF FIGURES

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

[Fig. 1]: a diagram of a railway convoy comprising a work train according to one embodiment of the invention;

[Fig. 2A]: a diagram of a detail of Figure 1;

[Fig. 2B]: a diagram of a detail of Figure 1;

[Fig. 2C]: a diagram of a detail of Figure 1;

[Fig. 2D]: a diagram of a detail of Figure 1;

[Fig. 3A]: a diagram of the rail convoy as illustrated in FIG. 1, during a first phase of a renewal process according to this embodiment;

[Fig. 3B]: a diagram of the rail convoy as illustrated in FIG. 1, during a second phase of a renewal process according to this embodiment;

[Fig. 4]: a diagram of a detail of FIG. 3B; [Fig. 5A]: a diagram of a step of an initial phase of the second phase of the renewal process according to this embodiment;

[Fig. 5B]: a diagram of a step of the initial phase of the second phase of the renewal process, subsequent to that of FIG. 5A; [Fig. 5C]: a diagram of a step of the initial phase of the second phase of the renewal process, subsequent to that of FIG. 5B;

[Fig. 5D]: a diagram of a step of the initial phase of the second phase of the renewal process, subsequent to that of FIG. 5C;

[Fig. 5E]: a diagram of a step of the initial phase of the second phase of the renewal process, subsequent to that of FIG. 5D;

[Fig. 5F]: a diagram of a step of the initial phase of the second phase of the renewal process, subsequent to that of FIG. 5E;

[Fig. 6A]: a diagram of a step of a final phase of the second phase of the renewal process according to this embodiment; [Fig. 6B]: a diagram of a step of the final phase of the second phase of the renewal process, subsequent to that of FIG. 6A;

[Fig. 6C]: a diagram of a step of the final phase of the second phase of the renewal process, subsequent to that of FIG. 6B;

[Fig. 6D]: a diagram of a step of the final phase of the second phase of the renewal process, subsequent to that of FIG. 6C;

[Fig. 6E]: a diagram of a step of the final phase of the second phase of the renewal process, subsequent to that of FIG. 6D;

[Fig. 6F]: a diagram of a step of the final phase of the second phase of the renewal process, subsequent to that of FIG. 6E; [Fig. 7]: a diagram illustrating the operation of the work train following its evolution along the railway line. For greater clarity, identical or similar elements are identified by identical reference signs in all of the figures.

DETAILED DESCRIPTION OF AN EMBODIMENT

[0036] Figures 1, 2A, 2B, 2C and 2D illustrate diagrams of a railway convoy 10 comprising a work train 100 according to one embodiment of the invention. The works train 100 comprises a power car 110 at the head of the train followed, directly here, by a transport train 120 coupled to the motor 110. The transport train 120 is configured to ensure the transport of long new rails 22 to be routed on a work area ZO and preferably also for storing old rails 21 to be evacuated from this same work area ZO, as the long new rails 22 are laid. The works train 100 comprises a works train 130 coupled to the rear of the transport train 120. The works train 130 is illustrated in a variant fitted with three works vehicles 131, 132, 133 successively coupled, in particular a first works vehicle 131, a second works vehicle 132 and a third works vehicle 133. It has a variable composition, that is to say that its composition of cars can vary from time to time, during a visit to the workshop by example, but which once determined, generally for a specific site, only changes during a visit to the workshop.

[0037] It should be noted that the "old" rails are understood as rails already laid, pre-existing on a track to be renewed, the new rails being understood as rails replacing these rails already laid. These terms do not predict the wear or the age of the rail as such.

[0038] The railway convoy 10 comprises a welding machine 140 which here is a railway machine that can be removably coupled at the tail of the work train 100, in particular here at the tail of the work train 130, relative to a first flow direction F1. Such a coupling makes it possible to move a rail convoy to the work zone ZO. The welding machine 140 is designed to be uncoupled from the work train 100 once it has arrived close to the work zone ZO, as illustrated in FIG. 1, so as to be able to circulate independently of the work train 100, preferably away from the work train 100. Its usefulness will be better understood on reading the renewal process described below. [0039] Figures 3A and 3B illustrate diagrams of this railway convoy 10, respectively in a first and a second phase A, B of the renewal of the railway 20: this is the renewal of the old rails 21 of the railway 20 by new long rails 22. The process of renewing old rails 21 of the railway line 20 by new long rails 22 is globally broken down into: a first phase A, during which new long rails 22 are unloaded along the railway line 20 from the transport train 120 of the works train 100 traveling in a first direction of traffic F1, and a second phase B during which the works train travels on a reverse path, namely in a second opposite direction of traffic F2 in the first direction of movement F1, and during which the new long rails 22 are laid and then fixed to a fixed structure 23 of the railway track 20, here sleepers 23.

In other words, the work train 100 moves on the railway 20 in two phases, outward A and return B, during which it implements different stages, the combination of these two phases A and B allowing ensure the renewal of the railway line 20.

During the first phase A, the new long rails 22 are unloaded successively along the railway line 20 from the transport train 120 of the works train 100, this as the works train advances along the first direction of traffic F1, towed by the motor 110. The motor 110 can optionally provide traction assistance or not to the work train 100 which is equipped with its own advance system, in particular by motor wheel sets distributed. Thus, transport to the site can be carried out according to two variants: with a self-propelled machine specific to the work train, or by being towed by a locomotive. On the construction site, the self-propelled machine can also be supported by traction provided by the locomotive.

Depending on the desired configuration, these long new rails 22 can be unloaded outside the railway line 20 along the old rails 21 to be renewed, or in the center of the railway line 20. Once the first phase A has been completed , it results in a alignment of long new rails to be laid, arranged successively along the railway line 20 and in the vicinity thereof. A step of placing supports on the ground, such as roller supports, is implemented prior to the unloading of the new long rails, preferably by one of the vehicles of the works train 130, so that the long new rails come to rest on the ground on these roller supports and not directly on the ground or the ballast. The station 107′ configured to ensure the laying or setting up of the roller supports is located upstream of that for the unloading of the new long rails 22, with reference to this first direction of circulation F1. In this example, the workstation 107 'Ensuring the installation of the roller supports is implemented by the first vehicle 131 of the work train, in front of the second vehicle 132 at the level of which the unloading is ensured, with reference to this first direction of movement Fl.

[0043] In parallel with this operation of unloading the new long rails 22 along the railway line 20, still during the first phase A, each of the ends of the unloaded new long rails 22 undergoes a preparation step with a view to a step permanent connection, for example welding. Such a preparation step comprises for example a step of machining by abrasion. This welding preparation step is implemented by a welding preparation station 116 carried by the welding machine 140. This welding machine 140 is in this example a railway machine. In particular configurations, the welding machine could also be a rail-road welding truck or a rail-road welding excavator. The welding machine 140 circulates independently of the work train 100 and in the first direction of circulation F1, behind it. During the first phase A, the welding machine 140 therefore generally travels in the same direction F1 as the work train 100, at a distance d behind it, this distance being variable during the first phase A. In this way, while the work train 100 circulates at an almost continuous and homogeneous speed to unload the long new rails 22, with a few breaks so as to guide the long new rails 22 towards a train laying area, these breaks marking levels A3 in the progression of the site (see FIG. 7), the welding machine 140 moves at a different pace and in a sequenced manner, alternating static phases, during the preparation for welding the ends of the new long rails 22, and dynamic phases where it progresses along the railway 20 to get to a next end, and so on.

During the second phase B, the work train moves along a second direction of movement F2 opposite to the first direction of movement Fl, thus carrying out the opposite path. The railway convoy 10 with successively, from front to back with respect to the first direction of traffic F1, the locomotive 110 (which is optional if it is not used as a traction aid during the work) then the trainset transport 120 and the work train 130 then run in reverse order: the work train 130 is found at the head of the work train 100, with reference to this second direction of movement F2. The welding machine 140 which circulated independently and at a distance behind the work train during the first phase A, circulates during the second phase B still independently and at a distance from the work train 100, but this time in front of it, with reference to this second flow direction F2.

[0045] Several operations are implemented substantially jointly during this second phase B.

On the one hand, the old rails 21 of the portion of railway track to be renewed are dismantled by the work train 100, then preferably loaded on the transport train 120 of the work train 100. The old rails 21 are cut at regular intervals as they are loaded onto the transport train 120 of the work train 100 in order to be stored in a plurality of separate sections of old rails 21. In this way, the transport train 120 can be used at both for storing the new long rails 22 and the old rails 21. Another possible alternative is that the old rails 21 are moved along the railway track 20 from the railway track 20 itself, in particular from their location on the sleepers 23. The transport train 120 is provided with handling equipment 121 such as a handling gantry allowing a certain number of operations to be carried out such as the cutting of the old rails 21, or the gripping of the rails 21, 22, th c.t. Alternatively or in addition, these operations can also be carried out in whole or in part manually. Preferably, the path for loading the old rails 21 follows the opposite path to that for unloading the new rails 22. In this way, limits the multiplication of equipment, in particular on the second vehicle 132 of the works train 130.

The welding machine 140, which therefore circulates during this second phase B in front of the work train100 and in the same direction of circulation F2 as the latter, comprises welding means 115 and performs welding operations, preferably electric welding, new long rails 22 end to end. The welding machine 140 operates at a sufficient distance from the work train 100 so as to allow the cooling of the electric welding before the laying of the new long rail 22. A cooling time of the order of, for example, 20 minutes can thus be guaranteed. .

The laying of the new long rails 22 on the sleepers 23 of the railway 20 is provided by the work train 100 at a laying zone ZI located downstream of the welding machine 140. This laying operation consists in particular, but not exclusively, in moving the long new rails 22 arranged along the railway line 20, to come and install them on the sleepers 23, at the very place where the old rails 21 are previously dismantled, this dismantling taking place in a dismantling zone Z6 upstream relative to the laying zone Z1. The dismantling of the old rails 21 as well as the laying of the long new rails 22 are carried out in parallel and therefore progress in a synchronized manner. The same vehicle 132 of the work train 130 mainly implements the dismantling and installation steps so that the Z1 installation and Z6 dismantling zones are located opposite the same vehicle 132 of the work train 130, these steps being implemented by the same second vehicle 132. In this way, the discontinuity of the railway 20 generated by the dismantling of the old rails 21 and the laying of the long new rails 22 is spanned by the same vehicle 132 carried by a train of wheels such a bogie 101 upstream with respect to the second direction of travel F2, moving on old rails 21 and a wheel set such as a bogie 101 downstream moving on long new rails 22 positioned on the sleepers 23. This bogie 101 downstream of the vehicle 132 implementing these two stages constitutes the first of the bogies 101 of the work train 100 bearing on the long new rails22, with respect to the second direction of circulation F2. A step of neutralization by portions 24 of the new long rails 22 by heating or cooling to a reference temperature is implemented to allow the rails to be fixed at a given expansion reference state. During this neutralization step, located in a zone Z2 (see FIG. 4), each of the portions 24 of the new long rails 22 is heated or cooled to the reference temperature by main neutralization means 111 located in the same zone Z2 before to be placed on the sleepers 23 of the railway track 20. The main neutralization means 111 preferably comprise heating such as induction heating. Preferably, the main neutralization means 111 comprise cooling means, for example equipment for spraying a flow of liquid such as water or a gaseous flow, ideally air, optionally compressed, of dry ice, etc.

This neutralization zone Z2 is located upstream of the first of the wheel sets, in particular here of the bogies, 101 of the work train 100 bearing on the new long rails 22, with respect to the second direction of movement F2.

To avoid too large a temperature difference between the reference temperature and the temperature of the rails at the time of their attachment to the sleepers 23, the neutralization heating or cooling step is followed by a holding step and/or or correction of the reference temperature of the rail portion 24 neutralized, by thermal transfer or insulation. Preferably, the heat transfer or insulation means comprise a source of infrared radiation.

This step of maintaining and/or correcting the reference temperature is carried out in a zone Z3 of the work train 100 located at least downstream of the neutralization zone Z2 and downstream of the first of the bogies 101 bearing on the long new rails 22, relative to the second direction of movement F2. This zone Z3 continues downstream of the second bogie bearing on the new rails in a variant illustrated in FIG. downstream of zone Z3 of the work train in which the step of maintaining and/or correcting the reference temperature is carried out. This maintenance and/or correction step of the reference state, namely the reference temperature, is implemented by at least means for maintaining and/or correcting 113 the reference temperature located at the level of this same zone Z3.

Of course, an additional step of maintaining and/or correcting the reference temperature of the rail portion 24 neutralized by transfer or thermal insulation can be implemented on another zone Z5 for maintaining and/or correcting the upstream reference temperature, for example by additional means 112 for maintaining and/or correcting the reference temperature, upstream of the first of the bogies 101 bearing on the new long rails 22, and downstream of the zone Z2 of neutralization (see Figure 4). Indeed, a significant distance separates the main neutralization means 111 from the first of the bogies 101 bearing on the new long rails 22, approximately 8 m in this embodiment, which justifies the interest of such a complementary device for maintaining and /or correction 112 of the upstream reference temperature. Of course, other complementary means for maintaining the reference temperature can be used, such as complementary means for maintaining and/or correcting 114 the reference temperature which are located between the means 113 and 112, at the level of the first and second of the bogies 101 bearing on the new long rails 22: the first of the bogies 101 bearing on the new long rails 22 forming the downstream bogie of the second vehicle 132 and the second of the bogies 101 bearing on the new long rails 22 forming the bogie upstream of the first vehicle 131 which succeeds it with reference to the second direction of movement F2.

[0054] Ideally, the step of maintaining and/or correcting the reference state is implemented over the entire portion of rail located between its neutralization and its fixing, the fixing of the fasteners being directly downstream of the maintenance and /or correction to the reference state. In practice, due to the presence of certain equipment or a workstation necessary for example for the installation of the fasteners 107 before their fixing (screws and/or clips) by a workstation 108, care will be taken to that the distance separating a zone Z4 of the work train in which the step of fixing the new long rail is carried out from the zone Z3 of the work train in which the step of maintaining and/or correcting the reference state is carried out, ie less than 7m.

[0055] During this second phase B, initial and final phases must be implemented to initiate and finalize the laying of the long new rails 22 at the same time as the dismantling of the old rails 21 with respect to the pre-existing railway track to which its connection must be ensured.

To do this, the second phase B includes an initial phase, illustrated in detail in Figures 5A, 5B, 5C, 5D, 5E and 5F. In these figures, only the first and second vehicles 131 and 132 of the work train 130 are illustrated to simplify the views. In an initial configuration, the old rails 21 extend continuously and are fixed to the sleepers 23 by fasteners (not shown), while the long new rails 22 are laid alongside the railway track (see FIG. 5A). The initial phase corresponds to the engagement of the steps of laying the long new rails 22 and dismantling the old rails 21 by the work train 100 to start the renewal starting from this initial configuration. This initial phase includes in particular, but not exclusively, the following steps, preferably for each of the two parallel rails at the same level of the railway track 20: a step of dismantling the fasteners fixing the old rails in the vicinity and downstream of the rails to be renewed , that is to say on a portion located downstream from one end 211' of an old junction rail 211 to which an end portion 221' of a first of the new long rails 221 must be connected, relative to the second direction of travel F2 (see FIG. 5B): this step of dismantling the fasteners is implemented by dismantling means 102 preferably located at the level of the third vehicle 133 upstream of the work train 130 in this direction of circulationF2 when it is employed or can be implemented also upstream of the vehicle 132 implementing the neutralization step; a neutralization heating or cooling step of the end portion 211' of the old junction rail 211 downstream of its end 211' to which the end portion 221' of the first new long rail 221 must be connected, by relation to the second meaning of circulation F2 (see FIG. 5B), the end portion 211′ comprising the end 211′ of the old junction rail 211 to which the end portion 221′ of the first new long rail must be connected: this heating step or cooling is preferably implemented by the means 113, 114, 112 for maintaining and/or correcting the reference temperature, rather than by the means 111 for neutralization heating or cooling. These heat transfer or insulation means are partly carried (112) by the second vehicle 132 hitched in front of the first vehicle 131 and located downstream of the work train 130 in this direction of travel F2; a step of cutting the old rail 21, in particular the old junction rail 211 (see FIG. 5C) thus creating a discontinuity in the railway track 20 in a position straddled over the discontinuity of the railway track 20 by the vehicle 132 performing the neutralization heating or cooling, the dismantling of the old rails 21 and the laying of the long new rails 22 as the train travels in the direction of travel F2; a neutralization heating or cooling step of the end portion 221' of the first new long rail 221 comprising the end 221' to which the end 211' of the old junction rail 211 must be connected; after the laying of at least part of the first new long rail 221 on the sleepers 23 at the end 211' of the old junction rail 211, a step of temporary end-to-end connection of the end 211' of the old rail of junction 211 with the end 221' of the first new long rail 221 by a temporary connection device 30 such as a fishplate or a rail puller (see FIG. 5D), guaranteeing the passage of the bogies 101 and making it possible to maintain a position end to end and ideally neutral, despite possible variations in outside temperature; when the work train 100 has passed the temporary connection device 30, a permanent connection step, for example of welding, preferably aluminothermic, of the two connected ends 211', 221' followed by a step of removing the temporary connection device 30.

In a particular configuration, the heating or cooling of the end portion 211' of the old junction rail 211 upstream of its end 211' before the rail is cut can be ensured by at least one of the means 111 for neutralization heating or cooling, and/or by all or part of the means for maintaining and/or correcting 112, 113, 114 of the reference temperature. In the latter case, the neutralization heating or cooling means 111 can preferably be activated only from the step of neutralizing the end portion 221' of the first of the new long rails 221 at the reference temperature . The advantage of using only all or part of the means 112, 113, 114 for maintaining and/or correcting the reference temperature is that at this location, the old junction rails 211 are placed on the crosspieces 23 and the the use of neutralization means 111 such as induction heating could damage the fasteners of the old rails which, like the rails, are also metallic. The maintenance and/or correction heating 112, 113, 114 is less powerful than the induction heating 111 and avoids damaging the fasteners. This is simpler to implement than using a means of varying the power of the neutralization means 111, in particular the induction heating, which would make the equipment more expensive and more complex. The heating or cooling of the end portion 211' of the old junction rail 211 is preferably carried out over a distance greater than the zone over which the fasteners are dismantled (see FIG. 5B).

The second phase B also includes a final phase corresponding to the release of the steps of laying the long new rails 22 and dismantling the old rails 21 by the work train 100 to finalize the renewal. This final phase is illustrated in detail in Figures 6A, 6B, 6C, 6D, 6E and 6F, and includes in particular, but not exclusively, the following steps, preferably for each of the two parallel rails at the same level of the railway 20: a neutralization heating or cooling step to the reference temperature of an end portion 222' of a last of the new long rails 222, the end portion comprising the end 222' of the last new long rail 222 to which the old railway line 20 must be connected (see FIG. 6B); a step of cutting the old rail 21 defining an end 212' of an old connecting rail 212 (see FIG. 6C); a step of temporary end-to-end connection of the end 222' of the last new long rail 222 with the end 212' of the corresponding old junction rail 212 by at least one temporary connection device 30 such as a fishplate or a pull -rail (see figure 6D) which either allows the rails to extend freely but not to retract in the case of the use of heating or to retract freely but not to lengthen in the case of the use cooling, and thus maintain a neutral position despite any variations in outside temperature; a neutralization heating or cooling step of an end portion 212' of the old junction rail 212 located upstream of its end 212' to which the end portion 222' of the last new long rail 222 must be connected , with respect to the second direction of circulation F2 (see FIG. 6D), the end portion 212′ of the old junction rail 212 comprising the end 212′ of the old junction rail to which the end portion must be connected of the last new long rail 222: this heating or cooling step is preferably implemented by the means for maintaining and/or correcting 113, 114, 112 the reference temperature, rather than by the means for heating or neutralization cooling 111, the heating or cooling of the end portion 212' of the old junction rail 212 preferably being carried out over a distance greater than the area over which the fasteners are dismantled (see figure 6E); when the work train 100 has passed the temporary connection device 30, a step of permanent connection, for example welding, for example aluminothermic, of the two connected ends 212', 222' followed by a step of removing the connection device temporary 30.

Throughout the progress of the work train 130, following the second direction of movement F2: a workstation 102 arranged on a front part of the work train 130, here upstream of the third vehicle 133 in the direction of the step F2, is configured to remove the fasteners from the rails which fixes them to the sleepers 23 so that a detached portion PI of the railway track 20 is no longer fixed by the fasteners; a workstation 103, carried by the third vehicle 133 and disposed downstream of the workstation 102 for removing the fasteners, is configured to pick up the removed fasteners; a workstation 104, carried by the second vehicle 132 and arranged downstream of the workstation 103 for collecting fasteners, is configured to dismantle old soles, generally made of rubber, which are placed between the sleeper and the underside of the rail, these soles having the role of damping part of the vibrations and allowing the longitudinal path of the rail without damaging the crosspiece 23; a workstation 105, carried by the second vehicle 132 and arranged downstream of the workstation 104 for dismantling the old soles and upstream of the neutralization means 111, is configured to deposit new soles on the sleepers 23 on which will come refit the new long rails 22; a workstation 106, carried by the first vehicle 131 and arranged downstream of the means for maintaining and/or correcting 113 the reference temperature located at the level of the zone Z3, is configured to pick up the old soles dismantled by the workstation work 104; a workstation 107, carried by the first vehicle 131 and arranged downstream of the workstation 106 for collecting the old soles, configured to set up the fasteners; and a workstation 108, carried by the first vehicle 131 and arranged downstream workstation 107 for installing the fasteners, configured to fix the fasteners of the rails and thus fix said rails to the sleepers 23, so that a portion attached P2 of the railway 20 is blocked by the fasteners.

In this way a new rail is neutralized in a detached state. Of course, these workstations can be moved substantially. As described, in a configuration with a third car 133, it is this car 133 which can ensure the removal of the fasteners from the rails. A step of picking up the fasteners is then preferably implemented directly after their removal. The long new rails 22 are for their part attached either with new ties, or with old ties previously removed and then collected, in order to ensure recycling of the ties if their condition allows it.

[0061] It will be noted that the term “workstation” is understood to mean any workstation making it possible to receive people to carry out manual operations and/or any equipment intended to carry out these operations automatically or semi-automatically.

[0062] Furthermore, during this second phase B, the removal of the fasteners, and therefore the blocking of the fasteners afterwards, is implemented from a downstream portion at the end 211' of the old junction rail 211 comprising the 'end 211' to which end 221' of the first new long rail 221 must be connected and extends to an upstream portion at the end 212' of the old junction rail 212 comprising the end 212' to which be connected to the end 222' of the last new long rail 222, with reference to the second direction of circulation F2. In this way, the laying of the new long rails is done at a reference temperature, this laying being followed by operations aimed at then fixing it in accordance with the predetermined reference temperature. In Figure 7 is shown a diagram illustrating the operation of the railway convoy 10, in particular its progression along the railway 20: the abscissa indicating the evolution of time during the construction site and the ordinate indicating the position relative to the railway 20. A first curve C100, higher here, corresponds to the progression of the work train 100 and a second curve C140, lower than the curve C100, corresponds to the progression of the railway vehicle 140 circulating independently and at a distance d of work train 100.

During the first phase A the works train 100 moves from a starting position XO to an arrival position XI along the railway 20. During this movement following the first direction of movement F1, the works train 100 alternates dynamic stages Al, of unloading the long new rails 22 along the railway line 20, and static stages A3, marking stages during which each long new rail is engaged in the guide tunnels of the train of works to ensure the proper unloading of these long new rails 22 along the railway line 20.

In parallel with the progress of the work train 100, the railway vehicle 140 moves in stages, alternating static stages A2 of preparation for welding and dynamic stages A4 of movement from one abutment of two new long rails to another. abutment following the first direction of traffic Fl.

Successively to the first phase A, the second phase B continues during which the work train 100 moves from the arrival position XI to the starting position XO along the railway 20. During this following movement the second direction of traffic F2, the work train 100 alternates between dynamic steps B3 of loading the old rails 21 on the transport train 120 and static steps B5 marking stages during which the old rail 21 is cut during its loading of so that it can be stored in a plurality of elementary sections on the transport train 120.

In such an embodiment, tests have shown that the work train 100 could move at a speed of 2500 m/h during the first phase A, and at a speed of 600 m/h during the second phase B, while being able to evolve following working radii of 250m and on slopes of 40%o. Such a method according to the invention also offers the advantage of being able to be implemented if necessary by leaving free any contiguous railway tracks which can therefore be circulated in complete safety.

In parallel with the progress of the work train 100 during this second phase B, the railway vehicle 140 moves in stages, alternating welding steps B2 and moving steps B4 from abutment of two new long rails to one another following the second direction of circulation F2. Steps B6 and B7 mark a movement of the welding machine 140 and the work train 100, respectively, in the continuity of its progress and beyond the starting position X0 in order to guarantee the welding between the two connected ends 212 ', 222' at the end of the work. The initial phases B1 (FIGS. 5A to 5F) and final B4 (FIGS. 6A to 6F) of the second phase B are indicated by stages, which is a simplification given the very low speed of movement of the work train 100 during these two phases A and B. Moreover, such a method makes it possible to implement simply and relatively quickly the operations of electric welding of the LRS rails, the dismantling and reassembly of the rail fasteners, and the neutralization of the rails.

Naturally, the invention is described in the foregoing by way of example. It is understood that the person skilled in the art is able to carry out different variant embodiments of the invention without departing from the scope of the invention.

For example, the composition of the work train may be different. The work train can have only two cars as shown in Figures 5 and 6 or three cars as shown in Figures 1, 2, 3 and 4. More specifically, the work train can be configured to work without the third work vehicle 133 of work train 130. In such a configuration, the attachments of the old track can be dismantled with manual tools upstream of the rail convoy, with reference to the second direction of traffic F2,

[0071] Furthermore, the rails can be renewed in parallel two by two so as to renew the entire track during the operations, and/or successively the along only one side of the track so as to renew the tracks in a single file. Indeed, it can be envisaged that only successive rails on a single side of the railway track are renewed, which can be advantageous on sections of railway track such as curved sections. In other words, the initial and/or final laying processes can be implemented, as for renewal, on a line of rails of the railway line or else simultaneously on the two lines of parallel rails of the railway line.

In an alternative or complementary configuration, the neutralization can be carried out other than by heating or cooling, by mechanical stresses such as to subject the rail portions to stretching corresponding to their expansion at this reference temperature. The reference state then corresponds to a state of expansion given as a reference, itself corresponding to a state of the rail portion if it were subjected to this reference temperature.

It is also possible to envisage the first and second phases A and B being implemented while being spaced out in time: the first phase A being able to be implemented overnight, and the second phase B being able to be implemented overnight. following night.

[0074] With regard to the dismantling of the old rails, instead of being loaded onto the transport train, the old rails could also be unloaded along the railway track from their position resting on the sleepers.

[0075] The bogies can also be formed by any type of wheel set.

[0076] Such a rail convoy is particularly interesting in that it allows renewal of a rail track offering the shortest possible track immobilization to reduce the duration of the construction site, while guaranteeing good track safety. railway laid. Of course, it is also possible to use such a rail convoy for operations not involving all the steps. The rail convoy can only be used to transport and unload the new long rails along the rail from the transport train, either outside of the railway, or inside, with an optional operation of welding and setting up the roller supports.

[0077] It is emphasized that all the characteristics, as they emerge for a person skilled in the art from the present description, the drawings and the attached claims, even if concretely they have only been described in relation to other specified features, both individually and in arbitrary combinations, can be combined with other features or groups of features disclosed here, provided this has not been expressly excluded or technical circumstances make such combinations impossible or meaningless.

Claims

1 . Initial method for laying long new rails (22) of a railway track (20) by a work train (100) traveling in a direction of travel (F2), the initial method being intended to be implemented during a renewal of old rails (21) of the railway (20) of the type comprising a phase (B) during which the long new rails (22) are laid and then fixed on a fixed structure (23) of the railway (20) when the work train is traveling in the direction of travel (F2), the initial laying method comprising: a step of laying at least part of a first of the new long rails (221) on the fixed structure (23) at least one end (211') of an old junction rail (211); a step of temporary end-to-end connection of the end (211') of the old junction rail (211) with at least one end (221') of the first new long rail (221) by at least one temporary connection device ( 30) ; a step of permanent connection, for example by welding, of the two connected ends of the old junction rail (211) and of the first new long rail (221); the initial laying process being characterized in that it comprises, prior to the laying step, a step of heating or cooling to neutralize at the reference temperature, at least one end portion (221') of the first new long rail (221), the end portion comprising the end (221') of the first new long rail (221) to which the end (211') of the old junction rail (211) must be connected .

2. Initial method for laying rails according to claim 1, characterized in that it comprises a step of neutralizing, preferably by heating or cooling, an end portion of the old junction rail (211) comprising the end (211') of the old junction rail (211) to which the end portion (221') of the first new long rail must be connected.

3. Initial method of laying rails according to claim 1 or 2, characterized in that the heating or cooling step of neutralizing the portion of the end of the old junction rail is carried out by thermal transfer or insulation, which preferably comprise a source of infrared radiation to heat said end portion of the old junction rail to the reference temperature.

4. Initial method of laying rails according to any one of the preceding claims, characterized in that prior to the step of temporary end-to-end connection of the end (21G) of the old junction rail (211) with the end (221') of the first new long rail (221) by the temporary connection device (30), a step of cutting the old junction rail (211) is carried out to form the end (211') of the old rail of junction (211) to be connected.

5. Initial method of laying rails according to any one of the preceding claims, characterized in that the temporary connection device (30) comprises at least one fishplate or a rail puller.

6. Initial process for laying rails according to any one of the preceding claims, characterized in that, prior to or subsequent to the step of temporary end-to-end connection of the end (211') of the old junction rail (211) with the end (221') of the first new long rail (221) via the temporary connection device (30), said ends (211', 221') undergo a preparation step for the permanent connection step, for example a machining step by abrasion.

7. Final process for laying long new rails (22) of a railway line (20) by a work train (100) traveling in a direction of travel (F2), the final process being intended to be implemented during a process for renewing old rails (21) of the railway (20) of the type comprising a phase (B) during which the long new rails (22) are laid and then fixed on a fixed structure (23) of the railway ( 20) when the work train is traveling in the direction of travel (F2), the final laying process comprising: a step of laying at least part of a last of the new long rails (222) on the fixed structure (23) at at least one end (212') of an old junction rail (212); a step of temporary end-to-end connection of one end (222') of the last new long rail (222) with at least the end (212') of the old junction rail (212) by at least one temporary connection device (30) ; a step of permanent connection, for example by welding, of the two connected ends of the old junction rail (212) and of the last new long rail (222); the final laying process being characterized in that it comprises, prior to the laying step, a step of heating or cooling to neutralize at the reference temperature, at least one end portion (222') of the last new long rail (222), the end portion comprising the end (222') of the last new long rail (222) to which the end (212') of the old junction rail (212) must be connected .

8. Final method according to claim 7, characterized in that it comprises a step of neutralizing, preferably by heating or cooling, an end portion (212 ') of the old junction rail (212) comprising the end (212') of the old junction rail to which the end portion of the last new long rail (222) must be connected.

9. Method for renewing old rails (21) of a railway track (20) of the type comprising a phase (B) during which the long new rails (22) are laid and then fixed on a fixed structure (23) of the track track (20) by a works train (100) traveling in one direction of travel (F2), the renewal process being characterized in that phase (B) is initiated by the initial process for laying long new rails (22 ) according to any one of claims 1 to 6, and/or finalized by the final method of laying long new rails (22) according to claim 7 or 8.