FR3021284A1 - VERSATILE ENGINE OF RAILWAY MAINTENANCE WORKS. - Google Patents

Abstract

The invention relates to a multi-purpose railroad maintenance trolley (100) comprising: a carrying structure; a motor and displacement means allowing it to move autonomously on the railway track, in particular on the rails (R1, R2), - at least one fastening means for a track maintenance tool (160), so that each maintenance tool is removable. For this purpose, the fixing means may comprise a removable portion of the supporting structure, in particular a removable beam (103).

Description

The invention is in the field of light duty machines for performing maintenance and / or finishing work on a railway. It is particularly suitable for the maintenance of railroad tracks and finishing work after the installation of new rails, and in particular: - the joining or the separation of railway rails of their sleepers equipped with railroad systems; fastening spring or lag screws, lifting the rails for their free longitudinal movement, and hammering the rails for homogenization of the aforesaid 20 internal stresses. In general, it is known that in order to carry out these various maintenance operations, the current technical answer, for each of them, is the following: concerning the joining of a railroad rail to a previously equipped crossmember 25 of spring fastening systems, the operation is to push on two W-shaped springs arranged head to tail on either side of the rail, which are supported on the one hand on shoulder flanges integral with the crosses, and secondly on the runner of the rail by means of electrically insulating cabochons, 30 this operation of setting up the two W-shaped springs, on both sides of the soul of the rail, in front of be carried out simultaneously on said springs and perpendicularly to the rail, concerning the separation of a railway rail from a cross member, the operation consists of moving the two W-shaped springs aside while acting simultaneously on the two electrically insulating cabochons, concerning the fastening of a railway rail to a crossbar with a fastener, the operation consists of, depending on the type of fastener, either to screw a lag bolt, or to " clipper "a spring, that is to say push it towards the rail so that it presses against the rail base, concerning the lifting of a rail having undergone mechanical stresses in order to bring it into conformity, the operation consists in slightly raising the rail by resting on the surrounding ballast or on the crossheads, so as to be able to insert a roll of small diameter in the gap thus obtained between the runner of the rail and the corresponding crossbar, concerning the hammering of a rail for the release of the internal stresses, the operation consists in hammering the mushroom of the rail step by step, alternately on the internal and external faces of the soul, by going back and forth on the z ones to treat. It is also known that the interlocking and / or disconnected disconnecting devices are equipped with two jaws actuated simultaneously, in a direction transverse to the rail, in order to push on the two springs on either side of the web. rail; said jaws are then spaced to allow the positioning of the device in the vicinity of the pair of spring fastening systems associated with the next cross. During the tightening movement of the springs, the device must be positioned in a precise manner with respect to the springs so as to push in the axis and avoid any wedging of the springs at an angle; for this purpose, some devices are equipped with positioning sensors associated with a controller for managing the movement of said devices on the rails. It is also known that the railway rail lifting devices are equipped with two simultaneously actuated jaws gripping the rail under the headlamp of said rail, by being supported in the connection zone between the mushroom and the web of the rail. thanks to gripping fingers arranged at the free end of the jaws. During the clamping movement of the rail, the device must then be supported on the surrounding ballast in order to be able to lift the rail and thus allow the installation in the interval obtained between the rail pad and the corresponding crossbar, a roller small diameter to free the rail of its sleepers.

Similarly, it is known moreover that the devices for hammering the rail, an operation consisting in hammering the rail head step by step, alternately on the inner and outer faces of said core, a so-called "striking" operation, are equipped with at least one balance pivoting in a plane perpendicular to the axis of the rail about a horizontal axis parallel to the axis of said rail, equipped in the vicinity of its free end with a metal flyweight, which comprises in the vicinity of its surface contact with the rail, a ductile material interface avoiding marking the rail. The kinetic energy applied to the rail head, during the impact of the flyweight, allows, step by step, to release the internal stresses of the rail to be treated. These devices, described above, equip separate machines, such as: a lorry for setting spring clips or also called "clipeuse" (single head or double head), a lorry rail lifting or called "lifts rail ", a rail hammer lorry or" rail hitter ", each requiring at least one operator. These solutions are not entirely satisfactory because the manipulations, performed step by step, require a lot of time and labor and mobilize expensive equipment.

The object of the invention is therefore more particularly to eliminate these disadvantages. To this end, it proposes a multi-purpose railroad maintenance trolley comprising: a carrying structure, a motor and means of displacement allowing it to move autonomously on the railway, particularly on the rails, at least one means of fixing for a railway maintenance tool, so that each maintenance tool is removable.

The trolley is equipped with a power source and a motor enabling it to move autonomously on the railway; it is for example equipped with wheels allowing it to move on the rails. The carriage may include a cockpit for an operator.

The carrier structure takes for example the form of a frame of substantially rectangular shape, comprising two first sides, including two long sides, defining a longitudinal direction parallel to the direction of the rail wire when the carriage is placed on the track, and two second sides, in particular two short sides, defining a transverse direction. Although it can move on the railway indifferently in one direction or the other, one can arbitrarily define a first end, called front end, corresponding to a small side of the structure, and a second end, called back end , corresponding to the other small side of the structure.

It is characterized in that it comprises fastening means for a family of railway maintenance tools, these fastening means for easily hanging or unhooking a tool from the carriage. At least these fixing means may comprise openings, threaded or not, formed in a beam of the carrier structure of the carriage.

The truck is designed so that maintenance tools are removable. The trolley is versatile and autonomous. Advantageously, the fixing means may comprise a removable portion 5 of the supporting structure, in particular a removable beam. In this embodiment, the fixing means comprise a removable element of the supporting structure, in particular a removable beam; indeed, depending on the type of tools, it may be more advantageous that it is fixed relative to an element of the supporting structure, for example a longitudinal beam, and that this element is removable; the tool is removable, but in association with this element of the carrier structure. Advantageously, the fixing means may comprise an adjustment carriage and at least one actuator provided for moving said adjustment carriage along a beam of the carrying structure of said carriage. The adjustment carriage and the actuator, for example a cylinder, allow the position of the tool to be finely adjusted with respect to the rail and / or the objects to be treated, for example to the lag screws, in the longitudinal or transverse direction. , in both ways. The adjustment carriage can move along a beam of the supporting structure which, as discussed above, can be removable. Advantageously, the carriage may comprise at least one sensor capable of detecting an object forming part of the lane when it moves on the lane, in particular a cross-member or a tie-rod head. Unlike the "clipping" system of spring clips on the rail that can be performed without stopping the carriage, some work, for example the screwing and unscrewing of the lag bolts, requires on the one hand that the carriage is stopped, d on the other hand a very precise positioning of the tool with respect to the elements of the track on which it must intervene, while of course the trolley must move on the rails to move from one fastener to the other. For this purpose, the carriage may comprise at least one sensor, for example optical or inductive sensors, enabling it to position itself precisely with respect to the objects it is to process. Advantageously, the carriage may comprise control control means 5 connected to the at least one sensor and to the motorization of the carriage. Independently of the cockpit, the carriage may comprise a control means containing a calculating means such as a programmable controller designed to receive the signals generated by the sensors, to process them, and to control its members, in particular its means of control. movement, the actuator of the adjustment carriage and the detector (s), as well as its tools, so as to unroll automatically, without human intervention, the sequences allowing it to progress on the rails and to implement its tools . This control / command means may also contain a SIM card reader enabling data exchanges between the truck and an operator, for example to modify its parameters and to retrieve information concerning work performed by the truck. The control-command means may furthermore be associated with a remote control unit for the operator, enabling him to take control of the truck in case of difficulty or, as will be seen below, for setting it into operation. and the derailment of the cart. Advantageously, the carriage may further comprise means for moving out of the railway. Thanks to its means of moving out of the railway, the carriage can be put in track or out of lane without external means such as a crane, which is advantageous when the work is performed at night and the track must be returned to traffic each morning. These movements are preferably controlled by the operator through a remote control box. Advantageously, the means for moving out of the railway may comprise: at least three retractable main legs, in particular four main legs, at least three retractable transfer legs, in particular four transfer legs, means for transverse sliding relative to the carrying structure of said transfer legs, so that said structure can move in the transverse direction when it rests on said transfer legs. The substantially vertical movements of deployment and retraction of the legs, whether they are main or transfer, can be simultaneous or controlled individually by the operator, so as to maintain the horizontality of the carriage despite a possible defect of horizontality of the ground . The main legs and transfer legs are provided with feet of sufficient surface area to provide good seating for the trolley on any type of soil, including ballast. The transfer legs may be mounted in pairs on transverse rails that slide transversely in guides parallel to the short sides of the carrier structure, located in the vicinity of the front and rear ends of the structure, respectively. This sliding movement is caused for example by cylinders. When the carriage rests on its main legs only, the actuation of the cylinders causes the movement of the transfer legs relative to the supporting structure. When the carriage rests on the transfer legs only, the actuation of the jacks causes the carrier structure to move relative to the transfer legs, the center of gravity of the carriage having to remain inside the polygon in any case. levitation defined by the feet of the transfer legs. The combination of the movements of deployment and retraction of the legs on the one hand, transverse displacement of the supporting structure and the transfer legs on the other hand, makes it possible to obtain a transverse displacement of the carriage. The trolley can thus be deposited next to a track and move closer to the rails and finally be placed vertically rails to put its wheels on the rails. The transverse displacements of the supporting structure or the transfer legs may not be of equal magnitude at both ends of the carriage, they can be controlled individually by the operator. This makes it possible to give the carriage a rotational movement about a vertical axis in order to make up for a lack of parallelism between the longitudinal direction of the carriage and the rails. In the same way, the operator precisely positions the carriage with respect to the rails when he deposits it on the rails by individually controlling the transverse displacements at each of the two ends of the carriage. The transfer legs may be pivotally mounted about an axis parallel to the transverse direction, that is to say parallel to a small side of the supporting structure, individually or in pairs, so as to be able to orient them either. downwards, or upwards, the position being regulated by one or more actuators such as cylinders. When the carriage is in the working position on the track, i.e. resting on its moving means, the transfer legs are preferably placed in the up position. The transfer legs can also be mounted sliding in the longitudinal direction, that is to say parallel to a large side of the supporting structure, individually or in pairs, so as to reduce the size of the carriage when the carriage is on track. They are for example mounted on beams sliding in guides, actuated for example by at least one jack. Advantageously, when the means for moving out of the railway include railway wheels, said wheels may be fixed at the end of arms pivotally mounted about a transverse axis, so as to be able to take at least two angularly offset positions, a position in which the wheels of the carriage are moved two by two, and a position in which the wheels of the carriage are brought closer together. In a first position of the arms, the pairs of wheels at the front and rear ends of the carriage are remote and the supporting structure assumes a low working position, in which the tools can access the objects of the track which they are to process and the trolley can move at a working speed; in a second position of the arms, the pairs of wheels are brought together and the structure takes an elevated position, in which the carriage can take a higher traveling speed, for example to join a building site, the tools being removed from the track and obstacles that may arise. Of course, these arms can be associated with actuators such as cylinders to determine their position. Advantageously, the carriage may comprise a maintenance tool 15 selected from the list comprising: at least one lag screwdriver, and / or at least one clipping tool - declipping for fasteners comprising a spring, such as an articulated pallet and / or at least one rail clamp, and / or at least one rail hammer. The truck is designed to accommodate several types of tools needed for maintenance work or finishing work on a railway. The carriage is versatile, in that a same carrier structure, with its motorization and control-command means, can receive several types of tools, simultaneously or not simultaneously. As has been seen above, each maintenance tool can be individually removable, being provided for fixing and disengaging from an element of the supporting structure, for example a longitudinal or transverse beam; it can also be fixed permanently on a removable element of the supporting structure. Advantageously, the carriage may comprise at least two screwdrivers arranged transversely, each screwdriver having vertical sliding means, so as to be secured to (respectively disengage from) the head of a lag bolt, and this preferably independently one from the other. Preferably, the two screwdrivers can be arranged on one and the same adjustment carriage. The screwdrivers can thus simultaneously process two lag bolts located on either side of a rail, provided that they are located perfectly symmetrical to the rail axis. If this is not the case, the lag screws are processed one after the other: a first screwdriver 15 begins by screwing or unscrewing a first lag bolt, then the adjustment carriage moves the distance necessary to align the axes of the second screwdriver - unscrewing and the second lag bolt and treat the second lag bolt. To improve efficiency, the carriage may comprise four screwdrivers 20 by rail, preferably mounted two by two transversely on the same adjustment carriage as before, or each on its own adjustment carriage. Each screwdriver is slidably mounted in a vertical direction so that the socket can engage the head of a lag bolt 25 to screw or unscrew. The socket of the screwdrivers is removable to fit the head of any type of lag bolt usually used, for example square head (Vossloh W14TM) or hexagonal head (NablaTM). Each screwdriver is associated with a sensor for measuring the rotation of the shaft carrying the bushing.

The invention also relates to a method of depositing on a railway track, in particular the rails of a railway track, a carriage according to the invention resting on its main legs on the edge of said railway, comprising the following steps: ) deploy the transfer legs vertically so that they rest on the ground, b) retract the main legs so that the carriage rests solely on its transfer legs, c) implement the transverse sliding means so as to moving the carrying structure relative to the transfer legs towards said rails, d) deploying the main legs vertically so that they rest on the ground, e) retracting the transfer legs so that the carriage rests solely on its legs main, f) implement the transverse sliding means so as to move the transfer legs towards said rails, g) repeat the steps a), b), c), d), e) and f) until the carriage moving means is located vertically of the track, h) retracting the main legs and / or the transfer legs so that the means for moving the carriage rest on the way. When the moving means are wheels, the carriage rests on the rails of the railway.

The invention also relates to a method of fixing (respectively detaching) a rail fastener comprising a lag bolt, making use of a carriage according to the invention, comprising the following steps: a) moving the carriage on the track to achieve a cross, b) detecting the position of the head of the lag bolt, - 12 - c) stopping the carriage so as to place the axis of at least one screwdriver unscrewed in the vicinity of the axis of said lag bolt, d) moving the carriage of adjustment on which said screwdriver is mounted so as to align its axis and the axis of said lag bolt, e) lowering said screwdriver so as to put its sleeve in engagement with the head of the lag bolt, f) screwing (respectively unscrewing) ). The sleepers and therefore the lag bolts are arranged approximately every 60 cm. However, on the one hand, this information is not sufficient to precisely position the axis of a screwdriver with respect to the lag screws, on the other hand there may be significant deviations from this standard distance (two lag screws by crosses, referrals ...). Consequently, in order to operate automatically, the carriage advantageously comprises at least one object sensor on the track (crosshead, lag bolt head), an adjustment carriage and control-command means for positioning very precisely the axis of the screwdrivers with respect to the heads of the lag screws. Thus, the control-command means can: control the motor and / or the carriage displacement means to position itself roughly with respect to a tie-rod head, to control the adjustment carriage to align very precisely the axis of the carriage; a lag bolt to be treated and the axis of a screwdriver, to control the means of vertical movement of the screwdrivers 25 to treat (screw or unscrew) the lag bolt. Advantageously, when the fastener also comprises a spring, the method may further comprise the following step: - "clipper" (respectively "unclip") the spring. By "clipper" is meant to apply on the spring a force transverse to the rail wire and directed towards the rail so as to apply it to the sole of the rail. - 13 - By "declipper" is meant to exert on the spring a force in the opposite direction so as to disengage it from the sole of the rail. Embodiments and variants will be described hereinafter by way of non-limiting examples, with reference to the accompanying drawings, in which: FIG. 1A is an overall perspective view of the carriage, FIG. Fig. 2 is a perspective close-up view of a set of screwdrivers of the carriage, Fig. 3A is a perspective view of a set of screwdrivers set on 3B schematically illustrates the configuration of the screwdrivers on two movable beams in plan view, FIGS. 4A and 4B are close-up views respectively of two screwdrivers mounted on an adjustment carriage, and FIG. part of an adjustment carriage. FIG. 1A shows a carriage 100 according to the invention, equipped with four screwdrivers. This carriage rests with its wheels 110 on railroad rails R1, R2. The carriage comprises a carrier structure of substantially rectangular shape forming a frame consisting of longitudinal beams 120, in use parallel to the rails, and transverse. It includes a cockpit 130 for an on-board operator, comprising a control means 131 such as a programmable controller, connected to the various sensors and actuators of the truck. The carriage is also associated with a remote control unit (not shown) for its remote control, for example during its transverse displacements with respect to the rails. The carriage 100 is shown having a set of screwdrivers which will be detailed later but it could be any other tool or set of railway maintenance tools that the carriage 100 can accommodate. The carriage comprises an energy source in the form, for example, of a diesel engine (not shown) enabling it to actuate the wheels 110 (the truck is therefore autonomous) and a hydraulic pump for supplying cylinders. The carriage comprises two sets of retractable legs on which it can rest: four main legs 140 retractable each having a jack, only two of which are visible in Figure 1; these main legs 15 are directly fixed two by two on the frame beams; each has at its lower end a foot 141 in the form of a disc; four transfer legs 150 also retractable, each having a jack; they have feet 153 at their ends, here of rectangular shape; in addition to being retractable, these transfer legs are provided with three degrees of freedom: o they are mounted in pairs on transverse longitudinal members 151 each disposed in the vicinity of a front end 100a or rear 100b of the carriage, each spar being slidably mounted 25 in a guide 152 through a jack; the transfer legs 150 are therefore able to move two by two transversely relative to the frame; however, when the carriage rests on the transfer legs and these actuators are activated, it is the frame that moves relative to the legs 150; Where they are each pivotally mounted relative to the spar 151 and the guide 152, about an axis parallel to the transverse direction of the frame; they can thus take a raised position, as shown in Figure 1, or a lowered position in which the feet 153 are directed towards the ground; o the assembly consisting of a spar 151, a guide 152 and two transfer legs 150 of a front end 100a or rear 100b of the carriage is slidably mounted in the longitudinal direction relative to the frame, so that this set can be deployed or retract. The carriage 100 illustrated in FIG. 1 comprises four wheels 110. Each wheel 110 is fixed to a first end of an arm 111, each arm being pivotally mounted at a second end about an axis parallel to the transverse direction of the frame. The changes of orientation of the arms are coordinated in pairs so that the pair of front wheels moves away from or approaches the rear wheel pair according to the position of the arms.

FIG. 1B illustrates the effect of a change of orientation of the arms 111: when the arms are oriented substantially horizontally, the pairs of front and rear wheels are separated from each other, the frame 101 and the tool 102 are in low position ; the tool 102, here representing any type of maintenance tool that the carriage can implement, is closer to the rails; this is the working position of the carriage; when the arms are oriented substantially vertically, the pairs of front and rear wheels are brought closer to each other, the frame 101 and the tool 102 are in the high position; the tool 102 is removed from the rails and possible obstacles; it is a position of rapid movement of the carriage to join or move away from the work area. FIG. 2 is a detailed view of a set of four screwdrivers 160 mounted on a carriage 100, two pairs of screwdrivers 30 arranged longitudinally, a pair before 160a and a rear pair 160b, the screwdrivers of the same pair being arranged transversely across the rail R1, so that four lag screws can be processed at the same time. In FIG. 2, the rail R1 is secured to crosspieces Ti, T2 by VosslohTM fasteners 200, comprising a square-headed lag screw 201 and a spring 202.

The screwdrivers are dimensioned to handle the most secure rusted fasteners. Each screwdriver 160 is equipped with a hydraulic motor 166 connected to the general hydraulic system of the truck. Each motor is equipped with a rotation control and a sensor to know the pressure and torque applied. Each motor 166 drives a shaft 162 carrying a bushing 161 at its end. Near each shaft 162 is a sensor 163 for counting rotations to know the number of turn screwing and unscrewing.

The sleeve 161 is removable to adapt to the shape of the head of the lag bolts of the fasteners to be treated. In order to catch any play in the positioning of the screw head relative to the head of the lag bolt, an olive system is provided to allow a small catch-up angle. The impression of the bushing 161 has a slight deviation from the shape of the head of the lag screws to be treated, allowing the head of the lag bolt to penetrate more easily into the socket. This game also allows a "impact key" effect during unscrewing. In the case of a square bolt head 201, the footprint has for example the shape of an "ace of diamonds". The screwdrivers 160 are attached in pairs in the transverse direction to an L-shaped or T-shaped adjustment carriage 165 having two vertical plates, a longitudinal plate 165a and a transverse plate 165b. The longitudinal plate 165a is slidably mounted longitudinally on a longitudinal beam 103 and guided by a rail 104 rigidly secured to the beam 103. The adjustment carriages 165 are moved by means of high precision slides along the rail 104, allowing precise positioning of the bushings 161 above the tiller heads 201. The displacement of each carriage 165 is made using a jack with valve (not visible) controlled by the control means 131 , allowing a stop and an immediate holding in position. The measurement for the position is performed using a cylinder position sensor (not visible); it could be done through teeth arranged on the rail 104 and a toothed wheel meshing on the rail. As shown in FIG. 2, the rear torque screwdrivers 160b are already engaged with tie rod heads 201, while the front torque screwdrivers 160a are being longitudinally adjusted, illustrating the Independence of the adjustment carriages of each pair of screwdrivers. As illustrated in FIGS. 2 and 3A, on each transverse plate 165b are mounted two screwdrivers 160, sliding vertically with respect to the transverse plate 165b independently of one another. The transverse plate 165b has a vertical slideway 164 for each screwdriver, acting as a guide. The slideway 164 has for example a dovetail section. As illustrated in FIGS. 4A and 4B, the vertical displacement of each screwdriver 160 is ensured by a jack with a valve 167 for a stop in position and an immediate blocking, controlled by the control control means 131. The measurement for the position is provided by a cylinder sensor 168. In this way: thanks to its sensors (not shown) the carriage is positioned precisely with respect to the objects it must treat on the track, for example the tie bolts, this positioning being not precise enough to engage a screwdriver with the head of a lag bolt, the sliding of an adjustment carriage 165 relative to the frame of the carriage allows precise longitudinal positioning of the torque 160a, 160b screwdriver - unscrewing 160 fixed on this carriage, so as to align the axes of at least one screwdriver with that of a lag bolt, two screwdrivers 160 integral with a same cha Adjustment riot 165 are able to treat the lag screws arranged symmetrically with respect to the rail R1, the fact that their vertical movement movement is independent of one another makes it possible to treat one after another the lag bolts located both sides of the rail R1 when they are longitudinally offset, the common adjustment carriage catching the offset between the two screwing or unscrewing; it is also possible that there are two lag screws on one side of the rail and one on the other side. Figures 3A and 3B show the same set of four screwdrivers 160 fixed on a removable beam 103 of the frame of the carriage.

Each beam 103 has a jumper shape, having a longitudinal median main section 103a, a cross section 103b at each end of the middle section, and a longitudinal end section 103c at the end of each cross section. The beam 103 is provided to be fixed, here bolted, on the frame of the carriage 100 via end plates 103d disposed at the end of each longitudinal end section 103c. The jumper shape of the beam 103 makes it possible to position tools having a large footprint, such as screwdrivers 160, on either side of the rail wire when the carriage is on the rails.

The dismounting and reassembly of the beam 103 is carried out with the aid of a lifting trolley enabling it to be deposited or put in place. These provisions make it easier to change tools. Once the beam 103 bolted to the frame, it remains to connect the supply of energy and cables for the exchange of data. In such a way that the frame of the carriage does not deform when the removable tool-carrying beam 103 is detached from the frame, the frame comprises at least one other longitudinal beam 120.

FIG. 4A is a close-up view of a set of two screwdrivers 160. Each screwdriver 160 is mounted on a transverse support 165c for attachment to a transverse plate 165b of the adjustment carriage 165. spacing two screwdrivers 160 of the same pair 160a, 160b; this setting, which depends on the type of fastener to be treated, is done once and for all at the beginning of a construction site. Each rotation sensor 163 is mounted on an oblique leg 163a so as to bring it closer to the corresponding shaft 162. A swiveling means 161a or olive known per se is interposed between the shaft 162 and the sleeve 161 to make up for a slight shift , of the order of a millimeter, between the axes of the shaft and the head of a lag bolt. Each shaft 162 has a vertical displacement capacity relative to the engine 166. For this purpose, it is provided at the top with a fluted portion 162a serving as a guide and drive means.

In FIG. 4B, there is a chair 170 to which a screwdriver 160 can be fixed, and comprising: a vertical plate 170a comprising sliding means which cooperate with the guide rail 164, a horizontal support 170b partially matching the shape of the 166. Some fasteners 200 combine a fastening screw and spring. This type of fastener requires the application of two forces for their attachment: a transverse force directed towards the rail applied to the spring to slide on the rail of the shoe, called "clipping", and a torque for screwing the lag bolt. The "clipping" force can be applied by a hinged pallet around a longitudinal axis and actuated in rotation by a jack. In practice, to avoid applying transverse forces to the rail R1, two pallets are placed on either side of the rail and acting in opposition so as to simultaneously process two fasteners arranged on either side of the rail .

Although this is not illustrated, the carriage according to the invention, in addition to the screwdrivers 160, can be equipped with pallets for "clipping" springs. The invention is not limited by the foregoing description. In particular: the energy source may be a thermal or electric motor, the sliding and rotation movements described above may be filled by electric motors instead of cylinders, the removable beam may be transverse, it may not have a shape rider but be for example rectilinear, the carriage moving means could consist of caterpillars.

Claims (14)

REVENDICATIONS1. Versatile track maintenance trolley (100) comprising: a carrying structure, a motor and means of displacement allowing it to move autonomously on the railway track, in particular on the rails (R1, R2), at least one means fastening device for a railway maintenance tool (102, 160) so that each maintenance tool is removable. 2. Trolley according to claim 1, characterized in that the fastening means comprises a removable portion (103) of the supporting structure, in particular a removable beam. 3. Trolley according to one of claims 1 and 2, characterized in that the fixing means comprises an adjustment carriage (165) and at least one actuator adapted to move said adjustment carriage along a beam ( 103) of the carrying structure of said carriage. 4. Trolley according to one of the preceding claims, characterized in that it comprises at least one sensor capable of detecting an object forming part of the track when moving on the track, including a cross or a tie head. 5. Trolley according to claim 4, characterized in that it comprises a control means (131) connected to the at least one sensor and the motorization of the carriage. 20 25 30-22- 6. Trolley according to one of the preceding claims, characterized in that it further comprises means for moving out of the railway. 7. Trolley according to claim 6, characterized in that the means for moving out of the railway comprise: at least three retractable main legs (140), in particular four main legs, at least three retractable transfer legs (150), in particular four transfer legs, transverse sliding means relative to the carrying structure of said transfer legs, so that said structure can move in the transverse direction when it rests on said transfer legs. 8. Trolley according to one of the preceding claims, wherein the means for moving out of the railway comprise rail wheels, characterized in that said wheels are fixed to the end of arms pivotally mounted about a transverse axis, so as to be able to take at least two angularly offset positions, a position in which the wheels of the carriage are moved two by two, and a position in which the wheels of the carriage are brought closer in pairs. 9. Trolley according to one of the preceding claims, characterized in that it comprises a maintenance tool selected from the list comprising: at least one screwdriver - screwdriver (160), and / or at least one clipping tool - unclipping for fasteners comprising a spring, such as an articulated pallet, and / or at least one rail clamp, and / or at least one rail hammer. 10. Trolley according to claim 9, characterized in that it comprises at least two screwdrivers (160) arranged transversely (165), each screwdriver having vertical sliding means, so as to be secured to (respectively detaching from) the head of a lag bolt (201), and this preferably independently of one another. 11. Trolley according to claim 10, characterized in that the two screwdrivers (160) are arranged on the same adjustment carriage (165). 12. Method for depositing on a railway track, in particular rails (R1, R2) of a railway track, of a carriage (100) according to one of claims 7 to 11 resting on its main legs (140) on the border of said railway, comprising the following steps: a) deploying the transfer legs (150) vertically so that they rest on the ground, b) retracting the main legs (140) so that the carriage rests solely on its transfer legs, c) implement the transverse sliding means so as to move the carrying structure relative to the transfer legs (150) towards said rails, d) deploy the main legs vertically so that they bear on the floor, e) retracting the transfer legs so that the carriage rests solely on its main legs, f) implementing the transverse sliding means so as to move the transfer legs towards said rails, -24- g)repeat steps a), b), c), d), e) and f) until the carriage moving means is vertical to the track, h) retracting the main legs and / or the transfer legs so that the carriage moving means rest on the track. 5 13. Method of fixing (respectively detaching) a rail fastener (200) having a lag bolt, making use of a carriage (100) according to claim 11, comprising the following steps: a) moving the carriage on the track to reach a crossbar, b) detecting the position of the head (201) of said lag bolt, c) stopping the carriage so as to place the axis of at least one screwdriver (160) in the vicinity of the axis of said lag bolt, d ) moving the adjustment carriage (165) on which said screwdriver is mounted to align its axis and the axis of said lag bolt, e) lowering said screwdriver so as to engage its socket (161) with the head of the lag bolt, f) screw (respectively unscrew). 14. A method of fixing (respectively detaching) a rail fastener (200) according to claim 13, wherein said fastener also comprises a spring (202), characterized in that it further comprises the following step: "Clipper" (respectively "unclip") said spring.