IT202100028691A1 - TERMINAL AND RELATED EQUIPMENT FOR RAIL HEATING - Google Patents

Description

DESCRIPTION

attached to a patent application for INDUSTRIAL INVENTION PATENT with title:

?TERMINAL AND RELATED EQUIPMENT FOR RAIL HEATING?

FIELD OF THE FOUND

The present invention relates to a terminal and related equipment for heating rails. The equipment ? usable for heating the rails during their installation and fastening them to the railway ballast. In particular, the terminal and the related equipment can be used for the construction and/or renovation of railway lines.

STATE OF ART

Equipment for the construction and/or renovation of railway ballasts capable of heating the rails to a regulation temperature is known in the railway sector. In particular, such equipment allows the rails heated to the regulation temperature to be laid on the railway bed and fixed stably and in traction to respective sleepers, allowing a controlled expansion or contraction of the rails following high temperature variations, preventing any deformations or breakages.

An early known device? described in the European patent application No. EP 0725860 A1. This equipment includes a plurality? of wagons suitable for allowing the laying of the tracks on a railway bed; further, a text wagon ? equipped with a generator that can be permanently connected to a section of the rail to allow, prior to the definitive fixing to the sleepers, the heating of the latter to a pre-established temperature. Following the installation and fixing of the heated section of rail to the sleepers, the generator is disconnected from the rails and the equipment is advanced for fixed connection to a further section of the rails.

Although? this solution allows for effective heating of the rails, the Applicant has noted that the latter presents limitations and drawbacks. In particular, the heating operation described by the application EP 0725860 A1 allows only intermittent advancement of the equipment to be carried out, a condition which requires continuous intervention by operators to prepare the electrical connection circuit aimed at heating the rails, entailing, as is evident, high times and costs for laying the rails.

To overcome the aforementioned drawbacks, equipment has been made available on the market capable of continuously heating the rails to a predetermined temperature during their laying and therefore during the movement of the equipment along the railway bed.

An example of such equipment? described in the English patent application No. GB 1248082 A. In detail, the apparatus comprises a plurality? of wagons configured to disengage the rails to be removed from the sleepers, lay the new rails and fasten the new rails to the sleepers; the equipment ? equipped with a generator that can be connected to the new rails by means of mobile terminals, i.e. capable of sliding along the new rails to be laid during the movement of the equipment along the ballast.

Although? this last solution described allows for effective continuous heating and laying of the rails, the Applicant has found that this solution can be improved in certain aspects.

PURPOSE OF THE INVENTION

Purpose of the present invention? therefore that of resolving at least one of the drawbacks and/or limitations of the previous solutions.

A first objective of the present invention? that of making a terminal and related equipment available for heating rails capable of guaranteeing rapid and correct laying of the rails, in particular allowing savings in terms of electricity consumption. ? furthermore, the aim of the present invention is to provide a terminal and related equipment for heating the tracks having a simple and compact structure, in particular having reduced production and maintenance costs.

These purposes and others, which will become clearer from the following description, are substantially achieved by a terminal and related equipment for heating rails in accordance with one or more of the attached claims and/or with the description reported below.

SUMMARY

In one aspect? a terminal (1) is provided for an apparatus (100) for the laying of at least one rail (R) on a railway ballast, said apparatus (100) being of the type comprising:

- at least one railway vehicle (V) mobile on the railway bed along a forward path (A), said railway vehicle (V) being configured to position said at least one rail above the railway bed,

- at least one generator (2) carried by the railway vehicle (V),

where the terminal (1) ? connectable to the generator (2) and engageable to the rail (R) to allow the passage of current through the latter.

In one aspect according to the previous aspect the terminal (1), in a condition of engagement with the rail, is? mobile relative to the latter along the advancement trajectory (A).

In one aspect according to the previous aspect the terminal comprises a plurality? of conductive elements (3). In one aspect according to any of the previous aspects at least one of said driving elements (3), during the movement of the railway vehicle (V) along the forward trajectory (A), ? configured to contact the rail (R) to place the latter in electrical connection with the generator (2). In an aspect according to any of the aspects preceding the terminal (1) ? configured to define, in cooperation with the rail (R) and the generator (2), a closed electrical circuit. In one aspect according to any of the preceding aspects the conductive elements (3), in use, are configured to contact at least one top surface (6) and/or a side of the rail (R).

In one aspect according to any of the previous two or more aspects? conductive elements (3) of said plurality, in use, are aligned along a direction configured to be substantially parallel to a section of an extension direction (Y) of the rail (R) to which said terminal (1) is engaged. In one aspect according to any of the previous aspects the conductive elements (3) are greater than 2 in number, optionally between 3 and 30, even more? optionally between 3 and 20. In an aspect according to any of the previous aspects the driving elements (3) are spaced apart along the alignment direction. In one aspect according to any of the previous aspects two conductive elements (3) adjacent to each other along the direction of alignment thereof are arranged at a minimum distance greater than 3 mm, optionally between 5 mm and 30 mm.

In an aspect according to any of the previous aspects each conducting element (3) ? made of at least one of the following materials: graphite, hard carbon, copper, bronze, brass. In an aspect according to any of the previous aspects each conductive element ? made at least in part of at least one of the following materials: carbon graphite, electro-graphite, metal-graphite, silver graphite, bakelite graphite.

In one aspect according to any of the previous aspects the terminal (1) comprises a frame (4) carrying the plurality? of conductive elements (3). In one aspect, according to the previous aspect, the frame (4) extends along a longitudinal development direction (X) between a first and a second end portion (4th, 4th). In one aspect according to the previous aspect two or more? of said conductive elements (3) are aligned along a direction substantially parallel to the direction of longitudinal development (X) of the frame (4). In an aspect according to any of the previous aspects the frame (4) includes a central body (4c) interposed between the first and second end portions (4a, 4b), in which the plurality? of conductive elements (3) ? engaged directly to the central body (4c) of the frame (4). In an aspect according to any of the previous aspects the plurality? of conductive elements (3) ? arranged in interposition between the first and second end portions? (4a, 4b) of the frame (4).

In an aspect according to any of the previous aspects the terminal (1) includes at least a first and a second support element (41, 42) which, in use, are configured to allow the terminal (1) to be supported on a top surface? (6) of the rail (R). In an aspect according to the previous aspect the first and second support elements (41, 42) respectively comprise a wheel which, in use, is configured to roll on a summit surface? (6) of the rail (R) to allow the sliding of the terminal (1) along said rail (R). In an aspect according to any of the previous aspects the terminal (1), in use, ? configured to rest and slide on a top surface? (6) of the rail (R). In one aspect, according to the three previous aspects, the first and second support elements (41, 42) are movable by rotation around an axis orthogonal to the direction of longitudinal development of the frame (4). In an aspect according to the previous aspect the rotation axis of the first and second support elements (41, 42), in a condition of use of the terminal during which the terminal (1) is mobile together with the railway vehicle (V) along the forward path (A), ? configured to be parallel to an upper support surface defined by the rail (R). In an aspect according to any of the previous aspects the first support element (41) ? carried by the first portion of the extremity? (4a) of the frame (4). In an aspect according to any of the previous aspects the second support element (42) ? carried by the second portion of the extremity? (4b) of the frame (4).

In one aspect according to any of the previous aspects the frame (4) has a length, defined by the maximum distance present between the first and the second end portion (4a, 4b), greater than 400 mm, optionally between 500 mm and 1000 mm. In an aspect according to any of the previous aspects the rotation axes of the first and second support elements (41, 42) are parallel to each other. In one aspect according to any of the previous aspects the rotation axes of the first and second support elements (41, 42) are arranged at a distance from each other greater than 300 mm, optionally between 400 mm and 1000 mm .

In an aspect according to any of the previous aspects the terminal (1) includes at least one guide element (5) carried by the frame (4), said guide element (5), in conditions of use of the terminal (1), being configured to contact the rail (R) and maintain the direction of longitudinal development (X) of the frame (4) substantially parallel to at least one section of the rail (R) in contact with the terminal (1), optionally to the section of the rail (R ) located, in use, below the terminal (1).

In one aspect according to the previous aspect the guide element (5) is placed between the first and second end portions (4a, 4b) of the frame (4). In one aspect according to the two previous aspects the guide element (5) is substantially interposed between the first and second support elements (41, 42). In one aspect according to the three previous aspects the guiding element (5) is carried directly by the central body (4c) of the frame (4).

In one aspect according to the four previous aspects the at least one guide element (5) includes at least a first and at least a second guide element (5a, 5b) respectively configured to contact opposite sides of the rail (R). In one aspect, according to the previous aspect, the first and second guide elements (5a, 5b) lie substantially on the same plane orthogonal to the direction of longitudinal development (X) of the frame (4). In one aspect, according to the two previous aspects, the first and second guide elements (5a, 5b) lie substantially on the same plane which, in conditions of use of the terminal (1), is configured to be orthogonal to the advancement trajectory (A). In one aspect according to the three previous aspects the first and second guide elements (5a, 5b) are, in the condition of use of the terminal, configured to be arranged in opposition to each other with respect to a symmetry plane of the cross section of the rail (R).

In one aspect according to any of the previous aspects the first and second guide elements are arranged in proximity of the first and/or second portion of the extremity? (4a, 4b) of the frame (4). In an aspect according to any of the previous aspects the terminal (1) comprises a first and a second guide element (5a, 5b) arranged in correspondence with the first end portion (4a) of the frame (4) and a first and second guide element (5a, 5b) arranged in correspondence with the second end portion (4b) of the frame.

In an aspect according to any of the previous aspects, each guide element (5a, 5b) includes a contrast wheel movable by rotation around a transverse axis, optionally substantially orthogonal, to the direction of longitudinal development of the frame (4).

In an aspect according to any of the previous aspects the rail (R) ? of the type comprising:

- a base (B) configured to contact the railway ballast,

- a stem (S) emerging from the base (B),

- a head (H) engaged with the stem (S) on the side opposite the base (B), said head (H) presenting:

or at least a top surface? (6) suitable for allowing the rolling of a wheel of the railway vehicle (V),

or a first and a second side (7a, 7b) connected to the upper surface and arranged in opposition to each other, called first and second sides (7a, 7b) emerge from the top surface? (6) in the direction of the base (B),

or a first and a second connection surface (8a, 8b) opposite the top surface? (6) with respect to the first and second flanks (7a, 7b), in which the first connecting surface (8a) connects the first flank (7a) to the stem (S) while the second connecting surface (8b) connects the second flank (7b) to the stem (S).

In an aspect according to the previous aspect the conductive elements (3), in a condition of use of the terminal (1) during which said terminal (1) is mobile along the rail, are configured to directly contact at least one of: the first side (7a) of the rail, the second side (7b) of the rail, the top surface (6) of the rail.

In an aspect according to the two previous aspects the first and second support elements (41, 42), in a condition of use of the terminal (1) during which said terminal (1) is mobile along the rail, are configured to move by rolling above the top surface? (6) of the rail (R), optionally to allow the movement of the terminal (1) above the rail (R).

In an aspect according to the previous three aspects the first guiding element (5a) ? configured to contact the first side (7a) and/or the first connection surface (8a) of the rail. In one aspect according to the previous four aspects the second guiding element (5b) ? configured to contact the second side (7b) and/or the second connection surface (8b) of the rail.

In an aspect according to any of the previous aspects the terminal (10) comprises at least one sealing element (10) configured to stably engage the plurality of conductive elements (3). In one aspect according to the previous aspect the sealing element (10) includes at least one seat (12) configured to directly engage the plurality of conductive elements (3). In one aspect according to any of the previous aspects the sealing element (10) is engaged with the central body (4c) of the frame (4). In one aspect according to any of the previous aspects there is at least one sealing element (10), in conditions of use of the terminal during which the latter is moving along the rail (R), ? configured to have one or more? of said conductive elements (3) in contact with the rail (R), optionally with at least one of: the top surface? (6) of the rail, the first side (7a) of the rail, the second side (7b) of the rail.

In one aspect according to any of the preceding aspects the frame (4) comprises a support plate (13) to which? a thrust group (17) is constrained, the thrust group (17) also being engaged to at least one of the sealing element (10) and the plurality? of conductive elements (3), said thrust group (17) being configured to act as a thrust on at least one of the sealing element (10) and the plurality? of conductive elements (3), to force contact between one or more? of said conductive elements (3) with the rail (R).

In an aspect according to any of the previous aspects the thrust assembly (17) comprises:

- at least one arm which, on one side, is hinged to the support plate (13) of the frame (4) while on the other side, it stably carries the sealing element (10),

- at least one pusher (17c) active on said arm and configured to keep one or more of the conductive elements (3) carried by the sealing element (10) with the rail, optionally with at least one between the first and second side of the rail.

In an aspect according to any of the previous aspects the at least one arm comprises at least a first and a second arm (17a, 17b) respectively hinged to the support plate (13) of the frame (4). In an aspect according to any of the previous aspects the at least one sealing element (10) comprises a first and a second sealing element (10?, 10??) each of which stably carries a plurality of of conductive elements (3). In an aspect according to any of the previous aspects the pusher (17c) ? active on said first and second arms (17a, 17b) which is? configured to keep one or more in contact? of the conductive elements (3) carried by said first and second sealing elements (10?, 10??) respectively with the first and second side (7a, 7b) of the rail (R).

In an aspect according to any of the preceding aspects the pusher (17c) comprises an actuator. In one aspect according to the previous aspect the pusher actuator (17c) comprises at least one of: a hydraulic cylinder, a pneumatic cylinder.

In one aspect according to any of the previous aspects the support plate (13) of the frame lies substantially on a plane parallel to the direction of longitudinal development (X) of the frame (4), in which the first and second arms (17a, 17b) of the thrust group (17) are opposed to each other with respect to a longitudinal center plane of the terminal (1) which is substantially parallel to the direction of longitudinal development (X) of the frame (4) and orthogonal to the lying surface of the support plate (13). In one aspect according to any of the previous aspects the first and second sealing elements (10?, 10??) are opposed to each other with respect to a longitudinal center plane of the terminal (1) which is substantially parallel to the direction of longitudinal development (X) of the frame (4) and orthogonal to the lying plane of the support plate (13). In an aspect according to any of the previous aspects the lying plane of the support plate, in a condition of use of the terminal (1) during which the latter is moving along the rail (R), ? substantially horizontal.

In one aspect according to any of the previous aspects the at least one arm of the thrust assembly (17) is mobile by rotation with respect to the support plate (13) around an axis substantially parallel to the direction of longitudinal development (X) of the frame (4). In an aspect according to any of the previous aspects the first and second arms (17a, 17b) of the thrust group (17) are movable by rotation around respective axes, parallel and spaced apart from each other. In one aspect, according to the previous aspect, the rotation axes of the first and second arms (17a, 17b) are substantially parallel to the direction of longitudinal development of the frame (4). In one aspect according to any of the previous aspects the rotation axes of the first and second arms (17a, 17b) are opposed to each other with respect to a longitudinal center plane of the terminal (1) which is substantially parallel to the direction of longitudinal development (X) of the frame (4) and orthogonal to the lying plane of the support plate (13).

In an aspect according to any of the previous aspects the rotation axes of the first and second support elements (41, 42) substantially define an ideal support plane of the terminal (1). In one aspect, according to the previous aspect, the lying plane of the support plate (13) is parallel to the ideal support surface of the terminal (1). In one aspect according to the two previous aspects the support plate (13) ? placed, in use, above the first and second support elements (41, 42).

In one aspect according to any of the previous aspects the at least one sealing element (10) is placed between the first and second guide elements (5a, 5b).

In an aspect according to any of the previous aspects the plurality? of conductive elements (3) carried by the sealing element (10), in a condition of use of the terminal (1) during which the latter is moving along the rail (R), ? mobile by sliding relative to the rail (R). In one aspect according to any of the previous aspects one or more? of the conductive elements (3), in the condition of use of the terminal (1), define electrical contacts of the sliding type configured to allow the electrical connection between the rail (R) and the generator (2).

In one aspect according to any of the previous aspects the at least one sealing element (10) comprises at least one catenary (18) carrying a plurality of of conductive elements (3) which are mobile in a closed loop along said catenary. In one aspect, according to the previous aspect, the closed ring of the catenary lies on a plane substantially parallel to the direction of longitudinal development (X) of the frame (4). In one aspect, according to the two previous aspects, the closed ring of the catenary lies on a plane substantially parallel to the lying plane of the support plate (13).

In one aspect according to the three previous aspects each conductive element (3), in conditions of use of the terminal during which the latter is mobile along the rail, ? mobile along the catenary. In one aspect according to the four previous aspects the catenary (18) ? configured to support and move plurality? of conductive elements (3), at least during one condition of use of the terminal, and to have:

- a first series (3?) of conductive elements in direct contact with the rail (R), optionally with the first and/or second side (7a, 7b) of the rail,

- a second series (3??) of conductive elements spaced from the rail.

In one aspect, according to the previous aspect, the first series (3?) includes a plurality? of conductive elements (3). In one aspect according to the two previous aspects the second series (3??) includes a plurality? of conductive elements (3). In an aspect according to any of the previous aspects the first and second sealing elements (10?, 10??) comprise respective catenaries.

In an aspect according to any of the previous aspects wherein the thrust assembly (17) includes at least one springback element (17d) interposed between the support plate (13) and the plurality of conductive elements (3), said elastic return element (17d) being configured to act as a push on at least one conductive element (3) to force contact between the latter and the rail (R). In one aspect, according to the previous aspect, the thrust group (17) comprises a plurality? of springback elements (17d), wherein each springback element (17d) ? configured to act as a push on at least one conductive element (3) to force contact between the latter and the rail (R). In one aspect according to the two previous aspects the springback element (17d) is configured to push at least one conductive element (3) against the top surface? (6) of the rail (R). In one aspect according to the three previous aspects the springback element (17d) comprises a spring, optionally a compression spring.

In an aspect according to any of the previous aspects the rotation axes of the first and second support elements (41, 42) substantially define an ideal support plane of the terminal (1), in which each springback element (17d)? configured to exert a thrust force on one or more? conductive elements directed along a direction orthogonal to the ideal support plane of the terminal (1).

In one aspect according to any of the previous aspects the at least one sealing element (10) comprises at least one catenary (18) carrying a plurality of of conductive elements (3) which are mobile in a closed loop along said catenary. In one aspect, according to the previous aspect, the closed ring of the catenary lies on a plane substantially parallel to the direction of longitudinal development (X) of the frame (4). In one aspect, according to the two previous aspects, the closed ring of the catenary (18) lies on a transverse plane, optionally orthogonal, to the lying plane of the support plate (13).

In one aspect according to the three previous aspects each conductive element (3), in the condition of use of the terminal during which the latter is mobile along the rail, ? mobile along the catenary. In one aspect according to the four previous aspects the catenary (18) ? configured to support and move plurality? of conductive elements (3), at least during one condition of use of the terminal, and to have:

- a first series (3?) of conductive elements in direct contact with the rail (R), optionally with the top surface? (6) of the rail (R),

- a second series (3??) of conductive elements spaced from the rail (R).

In one aspect, according to the previous aspect, the first series (3?) includes a plurality? of conductive elements (3). In one aspect according to the two previous aspects the second series (3??) includes a plurality? of conductive elements (3). In one aspect according to the three previous aspects at least the plurality? of conductive elements (3) of the first series (3?) ? aligned along a direction which, in conditions of use of the terminal (1) during which the latter is mobile along the rail, ? configured to be substantially parallel to a section of the rail in direct contact with the terminal.

In an aspect according to any of the previous aspects the terminal (1) comprises at least one connector (9) configured to electrically connect at least one conductive element (3) to the generator (2). In an aspect according to any of the previous aspects the terminal (1) comprises a plurality? of connectors (9) each of which ? configured to electrically connect at least one conductive element (3) to the generator (2). In one aspect according to the previous aspect each connector (9) is configured to electrically connect a number of conductive elements (3) to the generator (2) equal to or less than 3. In one aspect according to the three previous aspects each connector (9) includes one or more? cables (19) configured to connect one or more? conductive elements (3) to the generator (2). In an aspect according to any of the previous aspects each connector (9) includes at least four cables (19) configured to connect two conductive elements (3) adjacent to the generator (2).

In an aspect according to any of the previous aspects the connector (9) ? carried stably by the frame (4). In an aspect according to any of the previous aspects the connector (9) ? directly engaged with the central body (4c) of the frame (4).

In one aspect according to any of the previous aspects the support plate (13), in conditions of use of the terminal (1) during which the latter is mobile along the rail, ? moving towards and away from the rail (R). In one aspect according to the previous aspect the support plate (13), in conditions of use of the terminal (1) during which the latter is mobile along the rail, ? moving along a vertical direction.

In one aspect according to any of the previous aspects the frame (4) includes a base plate (14a) fixed to the frame and extending along the direction of development (X) of the frame interposed between the first and second end portions (4a, 4b), said base plate being configured to be arranged in conditions of use of the terminal (1) during which the latter is mobile along the rail, above the rail, optionally above the top surface? (6) of the head (H) of the rail (R).

In one aspect according to the previous aspect the frame (4) includes an adjustment device (14) configured to move the support plate (13). In one aspect according to the previous aspect the adjustment device (14) includes a regulator (14b) which movably engages the support plate (13) to the base plate (14a), in which said regulator (14b), in use conditions of the terminal (1) during which the latter is? mobile along the rail, ? configured to move the support plate (13) towards and away from the rail (R). In one aspect according to the previous aspect the regulator includes two or more screws fixed, on one side, to the base plate (14b) and, on the other side, engaged inside one or more? holes in the support plate (13).

In one aspect? an apparatus (100) is provided for the laying of rails (R) on a railway bed, said apparatus comprising:

- at least one railway vehicle (V) mobile along a forward path (A) and configured to position at least one rail (R) on a railway ballast,

- at least one generator (2) carried by the railway vehicle (V),

- at least one terminal (1) in accordance with any of the previous aspects placed in connection with the generator (2) and configured to contact the rail (R) to allow the passage of current through the latter.

In an aspect according to the previous aspect called at least one terminal (1)? configured to define, in cooperation with the rail (R) and the generator (2), a closed electrical circuit.

In an aspect according to any of the previous aspects of apparatus (100) the at least one terminal includes at least a first and a second terminal (1a, 1b). In one aspect, according to the previous aspect, the generator (2) is electrically connected to said first and second terminals (1a, 1b). In one aspect according to the two previous aspects the first and second terminals (1a, 1b), in cooperation with the generator (2), are configured to allow the passage of an electric current through said rail (R) to allow it to be heated.

In one aspect according to the three previous aspects, the first terminal (1a), the second terminal (1b), the generator (2) are configured to define a closed electrical circuit with the same rail (R).

In one aspect according to any of the preceding aspects of apparatus the generator (2) is a voltage generator or a current generator. In one aspect according to any of the previous aspects of apparatus the generator ? configured to electrically power at least one terminal (1). In one aspect according to the previous aspect the generator (2) is configured to supply a continuous voltage to at least one of said terminals (1).

In one aspect according to any of the previous aspects of the apparatus, the generator (2) comprises an endothermic motor configured to generate mechanical energy, said generator further comprising an alternator connected to said endothermic motor and configured to convert the mechanical energy produced by the motor endothermic into electrical energy.

In an aspect according to any of the preceding aspects of apparatus (100) includes:

- a first and a second terminal (1a, 1b) electrically connected to the generator (2) to define a first connection group, said first and second terminals (1a, 1b) of the first connection group being configured to contact a first rail ( 23a) of a track, said first and second terminals (1a, 1b) of the first connection group, in cooperation with the generator (2), are configured to allow the passage of an electric current through said first rail (23a) for allow it to heat up,

- a first and a second terminal (1a, 1b) electrically connected to the generator (2) to define a second connection group, said first and second terminals (1a, 1b) of the second connection group being configured to contact a second rail ( 23b) of a track, said first and second terminals (1a, 1b) of the second connection group, in cooperation with the generator (2), are configured to allow the passage of an electric current through said second rail (23b) for allow it to heat up.

In one aspect according to the previous aspect the first and second connection groups are connected in parallel with the generator (2). In one aspect according to the two previous aspects said first and second connection groups are configured to apply the same voltage to the first and second rails (23a, 23b) respectively.

In an aspect according to any of the previous aspects of the apparatus (100) the first terminal (1a), in the condition of use of the apparatus during which the latter is mobile compared to along the roadbed,? positioned upstream of the second terminal (1b) with respect to the forward trajectory (A). In an aspect according to any of the previous aspects of the apparatus (100) the first terminal (1a), in the condition of use of the apparatus during which the latter is mobile along the roadbed,? spaced from the second terminal (1b). In an aspect according to any of the previous aspects of the apparatus (100) the first terminal (1a), in the condition of use of the apparatus during which the latter is mobile along the roadbed,? positioned with respect to the second terminal (1b) at a distance greater than 10 metres, optionally between 50 meters and 300 metres.

In one aspect according to any of the preceding aspects of apparatus the generator (2) is configurable at least between:

- an active condition in which each conductive element (3) ? powered by the generator (2) and is configured to place the same generator (2) in electrical connection with the rail (R),

- a deactivated condition in which each conductive element (3) is not ? powered by the generator (2).

In one aspect according to the previous aspect each conductive element (3) is configured to contact the rail (R) during the on condition or off condition of the generator (2).

In an aspect according to any of the two previous aspects the railway vehicle (V) ? mobile along the railway bed at a speed? of advancement, and in which the terminal (1), in the deactivated condition of the generator (2), is? mobile relative to the rail (R), at a respective speed. In one aspect, according to the previous aspect, the relationship between the speed? advancement of the railway vehicle and the speed? of progress of the terminal, ? between 0 and 1, optionally between 0 and 0.2. In an aspect according to any of the four previous aspects two temporally successive active conditions of the generator (2) are interrupted by an inactive condition.

In one aspect according to any of the previous aspects the railway vehicle (V), during a condition of laying at least one rail on the ballast, is? mobile along the advancement trajectory at a predetermined speed. In one aspect according to the aspect preceding the terminal (1) during the laying condition, ?

- mobile together with the railway vehicle, in relation to the track, and/or

- fixed with respect to the rail and mobile with respect to the railway vehicle.

In one aspect according to the previous aspect the generator (2) is configured to electrically power the terminal (1) in the laying condition (optionally when the railway vehicle is mobile along the forward trajectory and therefore mobile relative to the rail) and at least when said terminal (1) is fixed with respect to the rail. In one aspect according to the two previous aspects the generator (2) ? configured to define the active condition exclusively in the laying condition (optionally when the railway vehicle is mobile along the forward trajectory and therefore mobile relative to the rail), when said terminal (1) is fixed with respect to the rail. In one aspect according to the three previous aspects the generator (2) ? configured to define the deactivated condition in the laying condition (optionally when the railway vehicle is mobile along the forward trajectory and therefore mobile relative to the rail), when said terminal (1) is It is also mobile relative to the rail along the advancement path. In one aspect according to any of the previous aspects the railway vehicle (V), during a condition of laying at least one rail on the ballast, is? mobile along the advancement trajectory at a predetermined speed. In one aspect according to the aspect preceding the terminal (1) during the laying condition, ? mobile together with the railway vehicle, relative to the track. In an aspect according to any of the previous two aspects the generator (2) ? configured to electrically power the terminal (1) in the laying condition (optionally when the railway vehicle is mobile along the forward trajectory and therefore mobile relative to the rail) and when said terminal (1) is mobile along the forward trajectory together with the railway vehicle. In an aspect according to any of the previous three aspects the generator (2) ? configured to define the active condition during the laying condition (optionally when the railway vehicle is mobile along the forward trajectory and therefore mobile relative to the rail) and when said terminal (1) is mobile along the forward trajectory together with the railway vehicle. In one aspect according to any of the four previous aspects, in the laying condition, terminal (1) and railway vehicle (V) are moving along the forward trajectory (A) substantially at the same speed. In one aspect according to any of the five previous aspects, in the condition of installation in the active condition of the generator, terminal (1) and railway vehicle (V) are moving along the forward trajectory (A) substantially at the same speed.

In one aspect according to any of the previous aspects the active condition of the generator (2) has a time duration between 2 seconds and 600 seconds, optionally between 3 seconds and 300 seconds.

In an aspect according to any of the preceding aspects of apparatus (100) the railway vehicle (V) comprises:

- at least one removal device (20) configured to take two old rails (21) from the railway bed and deposit them above the same railway vehicle (V),

- at least one laying device (22) configured to position a first and a second rail (23a, 23b) on the railway ballast.

In one aspect, according to the previous aspect, the removal device (20) and the installation device (22) are configured to operate simultaneously with each other during a movement of the railway vehicle (V) along the forward trajectory.

In one aspect according to any of the previous aspects the apparatus comprises a plurality? of arms carried by the railway vehicle (V), each of which is? configured to engage a respective terminal (1). In an aspect according to the previous aspect each arm? extensible type. In one aspect according to the previous aspect, each arm extends along a development direction. In an aspect according to any of the three previous aspects each arm? mobile by rotation relative to the railway vehicle (V).

In an aspect according to any of the four previous aspects each arm? mobile at least between:

- a first end position in which the arm is configured to position the terminal (1) to which ? engaged laterally to the railway vehicle,

- a second end position in which the arm is configured to position the terminal (1) to which ? engaged behind or in front of the railway vehicle with respect to the direction of travel (A).

In one aspect according to any of the previous five aspects the apparatus comprises a plurality? of actuators carried by the railway vehicle (V), each of said actuators being active on a respective arm to move it relative to the railway vehicle (V) between the first and second end positions.

In one aspect, according to the previous aspect, each actuator has a position sensor configured to generate a signal representative of an angular phase shift between the direction of development of the arm on which the actuator is positioned. active and a straight section of the railway vehicle parallel to the forward path (A).

In one aspect according to any of the previous aspects the apparatus includes at least one temperature sensor (24) configured to generate a signal representative of a temperature of a rail in contact with said at least one terminal (1). In one aspect according to the previous aspect the unit? control (50) ? connected to the temperature sensor, called unit? control (50) being configured for:

- receive from the temperature sensor (24) the signal representing the temperature of the rail in contact with at least one terminal (1),

- on the basis of said representative signal, estimate an instantaneous temperature value of said rail,

- command, based on the estimated temperature of said rail (R), a speed? of advancement of the railway vehicle (V) along the ballast a potential difference at the ends of the generator.

In one aspect according to the previous aspect the unit? control (50) ? configured to control the active or deactivated condition of the generator (2).

In one aspect according to the previous aspect the unit? control (50) ? active in command on the generator (2), called unit? control (50) being configured to control the passage between the active condition and the deactivated condition of the generator (2) periodically (optionally at predetermined time intervals) or following the reception of a control signal.

In one aspect according to any of the preceding aspects of apparatus the unit? control (50) ? active in command on each actuator of a respective arm, called unit? control (50) being configured to control the rotation of each arm at least during the deactivated condition of the generator (2).

In one aspect according to any of the preceding aspects of apparatus the unit? control ? connected to the position sensor and ? configured to receive the signal representing the angular phase shift of the arm with respect to the railway vehicle (V).

In one aspect according to any of the preceding aspects of apparatus the unit? control (50) ? configured to control the passage from the active to the deactivated condition of the generator (2) as a function of the signal representing the angular phase shift of the arm with respect to the railway vehicle (V) or as a function of the instantaneous temperature value of the rail.

In one aspect according to any of the preceding aspects of apparatus the unit? control (50) ? configured to control the passage from the active condition to the deactivated condition of the generator (2) when at least one arm is ? in the second end position.

In one aspect according to any of the previous aspects of the apparatus, during the movement of the arms from the first to the second end position, each driving element (2)? configured to be fixed to the rail.

In one aspect according to any of the preceding aspects of apparatus the unit? control (50), in the deactivated condition of the generator (2) ? configured to control the active actuators to rotate the latter relative to the railway vehicle and move them from the second to the first end position. In one aspect according to any of the preceding aspects of apparatus the unit? control (50) ? configured to control the transition from the deactivated to the active condition of the generator (2) when at least one arm is ? in the first end position. In one aspect according to any of the previous aspects of apparatus, during the movement of each arm from the first to the second end position, the generator (2) is in the active condition. In one aspect according to any of the previous aspects of apparatus, during the movement of each arm from the second to the first end position, the generator (2) is in the deactivated condition.

In one aspect? The use of the terminal (1) for heating rails by the Joule effect is envisaged.

BRIEF DESCRIPTION OF THE DRAWINGS

Some embodiments and some aspects of the invention will be described below with reference to the attached drawings, provided for indicative and therefore non-limiting purposes only in which:

- Figures 1 and 1A are respectively top and side views of an apparatus for heating tracks in accordance with the present invention comprising a plurality of of railway wagons;

- Figure 2? a perspective view of a first embodiment of an electrical connection device of the equipment in accordance with the present invention,

- Figures 3 and 4 are respectively cross-sectional and longitudinal views of the device of figure 2, - Figures 5 and 6 are respectively cross-sectional and longitudinal views of a second embodiment of the electrical connection device of the equipment in according to the present invention, - Figure 7 ? a perspective view of the device in figures 5 and 6,

- The figure 8? a perspective view of a third embodiment of the electrical connection device of the equipment in accordance with the present invention,

- Figure 9? a cross-sectional view of the device of figure 8,

- Figure 10? a perspective view of a fourth embodiment of the electrical connection device of the equipment in accordance with the present invention,

- Figure 11? a side view of a section of the device in figure 10,

- Figures 12 and 13 are respectively transversal and longitudinal section views of the device of figure 10.

DEFINITIONS AND CONVENTIONS

Note that in this detailed description corresponding parts illustrated in the various figures are indicated with the same numerical references. The figures could illustrate the object of the invention through non-scale representations; therefore, parts and components illustrated in the figures relating to the object of the invention could exclusively concern schematic representations.

The track heating equipment described and claimed below can understand/use at least one?unit? control 50 responsible for controlling the operating conditions implemented by the equipment itself. The unit? control 50 can? be a single unit? or be formed by a plurality? of distinct units? of control depending on the design choices and operational needs.

With unit? control ? understood as an electronic component which can? include at least one of: a digital processor (CPU), an analog circuit, or a combination of one or more? digital processors with one or more? analog circuits. L? unit? control can? be "configured" or "programmed" to perform certain phases: there? can? be achieved in practice by any means that allows the unit to be configured or programmed? control. For example, in the case of units? control system comprising one or more? CPU and one or more? memories, one or more? programs can be stored in appropriate memory banks connected to the CPU or CPUs; Does the program or programs contain instructions that, when executed by the CPU(s), program or configure the unit? control to carry out the operations described in relation to the unit? control. Alternatively, if the unit? control ? or includes analog circuitry, then the circuitry of the unit? control can? be designed to include circuitry configured, in use, to process electrical signals to perform the steps related to the unit? control. Parts of the process described here can be accomplished using a?unit? of data processing, or unit? control, technically replaceable with one or more? electronic computers designed to execute a portion of a software or firmware program loaded onto a memory medium. This software program can be written in any known programming language. The electronic computers, if two or more in number, can be connected to each other via a data connection such that their computing powers are shared in any way; the same electronic computers can therefore be installed in even geographically different positions, creating a distributed computing environment through the aforementioned data connection.

The unit? of data processing, or unit? control, can? be a general purpose processor configured to run one or more? parts of the process identified in this disclosure through the software program or firmware, or be a dedicated ASIC or processor, or an FPGA, specifically programmed to perform at least part of the operations of the process described herein. The memory medium can be non-transitory and can? be internal or external to the processor, or controller, or unit? of data processing, and can? ? in particular ? being a memory geographically located remotely with respect to the electronic computer. The memory medium can be otherwise? physically divided into more? portions, or in Cloud form, and the software or firmware program can? be physically foreseeing portions stored on portions of memory geographically divided from each other.

With the term ?actuator? means any device capable of causing movement on a body, for example upon command of the unit? control (reception by the actuator of a command sent by the control unit). The actuator can be of an electric, pneumatic, mechanical (for example spring-driven), hydraulic or other type.

With the term ?condition of use? or ?in use? ? means a condition during which the at least one terminal, carried by a railway vehicle, is in contact with a rail. During the use condition, terminal 1 can be movable relative to at least one of the rail and the railway vehicle.

DETAILED DESCRIPTION

Terminal

With 1 ? Overall, a terminal has been indicated that can be used for heating R rails during laying operations of the same R rails above railway beds to allow the laying and fastening of the rails to the sleepers in tension. In this way, the rails engaged to the sleepers, when subjected to high temperature variations, are configured to expand or contract by a small amount, so as to prevent any breakage of the rails which could compromise the circulation of railway vehicles. Rail R extends along an extension direction Y and has:

- a base B configured to contact the railway ballast,

- a stem S emerging from the base B,

- a head H engaged with the stem S on the side opposite the base B.

In particular, the head H of each rail R can? present:

- at least one top surface? 6 suitable for allowing the rolling of a wheel of the railway vehicle V, - a first and a second side 7a, 7b connected to the upper surface and arranged in opposition to each other, in which the first and second side 7a, 7b emerge from the top surface? 6 in the direction of base B,

- a first and a second connection surface 8a, 8b opposite the top surface? 6 with respect to the first and second sides 7a, 7b, in which the first connecting surface 8a connects the first side 7a to the stem S, while the second connecting surface 8b connects the second side 7b to the stem S.

Terminal 1 heats the rails R by the Joule effect, using for example a plurality? of conducting elements 3 feeding and configured to position themselves, in a condition of use of the terminal, in contact with the rail R.

The terminal 1 has a frame 4 carrying the conductive elements 3 which will be subsequently described in detail, and configured to position, in use, the conductive elements 3 in contact with the rail. In detail, terminal 1 ? configured to contact a predetermined section of rail, positioning itself at least partially above the rail itself. In fact, the frame 4 includes a base plate 14a extending along a longitudinal direction X between a first and a second end portion 4a, 4a to define a maximum extension length of the frame 4 exceeding 400 mm, optionally between 500 mm and 1,000 mm. In other words, the base plate 14a defines a single rigid body extending interposed between the first and second end portions. 4a, 4b and configured to position, in use, above the top surface? S of the rail. Can frame 4? further comprising a central body 4c defined in position between the first and second end portions 4a, 4a, configured to stably engage the conductive elements 3 to the frame 4.

Can frame 4? furthermore present at least a first and a second support element 41, 42 respectively defined in correspondence with the first and second end portions 4a, 4a, which, in use, are configured to allow the support of the terminal 1 on the top surface? 6 of rail R, as well as? the movement of the terminal along the same rail R. In particular, the support elements 41, 42 allow the terminal to unload its weight onto the rail; in this way, the aforementioned conducting elements 3 are not pushed against the rail by the weight of the terminal, but are independently placed in contact with the rail by a pusher group 17 detailed later. The support elements 41, 42 are also configured to allow the movement of the terminal along the section of rail to be treated. In fact, each support element has a respective wheel which, in use, is configured to roll on the top surface? 6 of the rail R, allowing the sliding of the terminal 1 along the rail R. The wheels, respectively of the first and second support elements 41, 42, are configured to rotate around an axis orthogonal to the direction of longitudinal development of the frame, allowing the movement of the frame along the rail. In particular, the rotation axes of the wheels are parallel to each other and arranged at a distance greater than 300 m, optionally between 400 mm and 1,000 mm.

As for example visible in figures 2, 7 and 8, each wheel of the first and second support elements 41, 42 has an elongated cylindrical shape delimited by an external surface configured to contact, in use, the top surface. S of the rail. Each wheel also has, at the end portions, opposite each other along the rotation axis of the wheel itself, a flange, each of which is configured to contact the rail respectively in correspondence with the first and second sides 7a, 7b of the same rail R, ensuring the sliding of the terminal along the direction of Y extension of the section of rail treated by the same terminal. In particular, each flange extends along a direction radially exiting the external surface of the wheel itself, defining a contact portion with the rail.

Note how the first and second support elements 41, 42 have respective end elements in one piece with the base plate 14a and configured to carry a wheel. In detail, the terminal elements have a hollow structure shaped like a parallelepiped, configured to house a wheel inside which is free to rotate relative to the terminal element itself and at the same time configured to protect the wheel from possible impacts with obstacles present on the railway ballast.

In an embodiment of the invention not shown in the accompanying figures, the terminal 1 can include at least one brush carried by at least one of the first and second support elements 41, 42, configured to contact the top surface 6 of the head H of the rotata R and remove a surface layer of the same top surface? 6 of the rail. In other words, the brush? configured to contact and remove rust residues present on the upper surface 6 of the rail. Each contact element 3 ? why? configured to contact the rail 6 after the removal of the surface layer of the same rail: the brush ? therefore placed upstream of each driving element along the direction of travel A of the railway vehicle.

Note how removing the surface layer of the rail prevents damage to the top surface. 6, since the contact between a properly powered conductive element 3 on a surface of the rail, for example presenting rust residues, can lead to the occurrence of sparks that could ruin the rail and compromise the transit of a railway vehicle. The removal of said surface layer allows the contact of each conductive element 3 on a smooth surface, preventing the occurrence of sparks and consequently damage to the rail. Terminal 1 can? further comprise at least one guide element 5 carried by the frame 4 and configured, in conditions of use of the terminal, to contact the rail R and keep the frame 4 substantially parallel to the section of the rail R in contact with the terminal 1. In other words , the guide element 5 allows the frame 4, in use, to be kept in contact with the rail, allowing the terminal to slide parallel to the Y extension direction of the rail R. As shown in the accompanying figures, the guide element 5 ? carried by the central body 4c of the frame, placed between the first and second end portions 4a, 4b and configured to contact, in use, a connection surface of the rail R. In particular, the guide element includes a contrast wheel movable by rotation around an axis substantially orthogonal to the direction of longitudinal development of the frame 4, in relation to the central body 4c. The contrast wheel? what? configured to keep the terminal, in use, in contact with the rail, preventing any movements of the terminal itself along a direction orthogonal to the direction of longitudinal development of the frame 4.

As for example visible from figures 3, 5, 9 and 12, the terminal includes at least a first and a second guide element 5a, 5b respectively configured to contact the first and second sides 7a, 7b of the rail, for example at the first and second connection surfaces 8a, 8b. In fact, the first and second guide elements 5a, 5b lie substantially on the same plane orthogonal to the longitudinal development direction X of the frame 4 and configured to be, in conditions of use of the terminal 1, orthogonal to the advancement trajectory A. In other words, the first and second guide elements 5a, 5b, in the condition of use of the terminal, are configured to be arranged in opposition to each other with respect to a symmetry plane of the cross-section of the rail R. Note further, as the terminal 1 has a first and a second guide element 5a, 5b in correspondence with the first end portion 4a of the terminal and a first and a second guide element in correspondence with the second end portion 4b of the terminal. The guide elements located at the first end portion 4a are spaced apart from the guide elements arranged in correspondence with the second end portion 4b of a quantity? between 400 mm and 1,000 mm. The driving elements like this? spaced along the direction of longitudinal development X of the frame 4, they allow the entire frame 4 to be kept aligned along the direction of extension Y of the section of rail to be treated.

Can frame 4? further comprising a support plate 13 movable relatively along a vertical direction, in use, towards and away from the base plate 14a. In particular, the support plate 13 carries the conductive elements 3 directly or after the interposition of a thrust group 17 or a subsequently detailed sealing element 10. In fact, the support plate 13 allows, in conditions of use, , to set a distance between each conducting element 3 and the rail R, allowing the same conducting elements to contact the rail R and allow the exchange of energy between the two. In fact, note how the conductive elements 3 are subject to wear and therefore prolonged contact between the rail and the conductive elements 3 themselves leads to a degradation of the latter: the support plate 13, in use, is moving towards and away from the rail, and therefore allows the inconvenience linked to wear to be overcome, thanks to the possibility to set the distance between the conductive elements 3 and the rail R, ensuring correct contact. As shown in the accompanying figures, the support plate 13 has an elongated body extending along the direction of longitudinal development X between the first and second end portions. 4a, 4b.

Terminal 1 can? further comprise an adjustment device 14 carried by the frame 4 and engaged with the support plate 13, configured to move the latter towards and away from the base plate 14a. The adjustment device 14 ? directly carried by the base plate 14a and rigidly mobile with the latter in conditions of use of the terminal during which the latter is moving along rail R; the adjustment device 14 therefore allows the relative movement between the support plate 13 and the base plate 14a.

The adjustment device 14 includes at least one regulator 14b engaged with the base plate 14a and extending along a vertical direction away from the base plate 14a itself, configured to slideably engage the support plate 13 and move it towards and away from the rail. In particular, the regulator 14b has an elongated body configured to engage inside one or more? holes in the support plate 13 and allow the support plate to slide along the elongated body of the regulator. Note how the elongated body of the regulator 14b may have a threaded portion configured to mate, for example with a nut, configured to determine the relative position between the support plate 13 and the base plate 14a. In fact, the regulator nut 14b is ? placed coaxially to the elongated body of the regulator 14b, interposed between the support plate 13 and the base plate 14a: the relative movement between the nut and the elongated body consequently allows the movement of the support plate towards and away from the plate basic 14a.

As shown in the attached figures, terminal 1 can? present a respective regulator 14b engaged with the base plate 14a in correspondence with the first and second end portions 4a, 4b of frame 4. The base plate can? then present respective holes defined at the ends? opposite along the direction of longitudinal development of the frame 4, configured to engage with the respective regulators 14b.

Terminal 1 can? further present a top plate? 27 carried by the frame 4 and rigidly engaged to the regulator 14b, configured to support a plurality? of 9 connectors subsequently detailed. In particular, the top plate? 27 extends along the direction of longitudinal development X of the frame, interposed between the first and second end portions? 4a, 4b. The top plate? 27 can? furthermore have respective holes defined at the end portions? opposite with respect to the direction of longitudinal development X and configured to receive a respective regulator 14b for insertion. How visible from the attached figures is the top plate? ? facing the support plate 13: the support plate 13 is positioned between the base plate 14a and the top plate 27.

The terminal can further comprising at least one connector 9 carried by the support plate 27 and configured to transmit electrical energy to at least one conductive element 3. In particular, the connector 9 has at least one socket configured to create an electrical connection between the terminal and a generator. As shown in the attached figures, the terminal includes a plurality? of connectors 9 arranged in parallel with each other and configured to power a predetermined number of conductive elements equal to or less than 3. Each connector 9 also includes at least one cable 19 electrically interposed between the connector 9 and the predetermined number of conductive elements. In particular, each connector 9 includes one or more cables 19, for example four, configured to connect one or more? conductive elements 3 to the generator 2. Note how the connectors 9 can be placed electrically in parallel with each other, so as to partialize the current transmitted to the individual conductive elements. In this way ? Is it possible to size the plurality? of cables so that they have small dimensions, are easily moveable and take up little space.

As mentioned above, terminal 1 includes a plurality of of conductive elements 3, which, in use and in particular during the movement of the terminal 1 the extension direction Y of the rail R, are configured to contact the rail R and allow a transfer of energy between the terminal itself and the rail R. In particular, each conductive element 3 ? carried by frame 4 and configured to contact the top surface? 6 of the rail or at least one between the first and second side of the rail R. At least part of the plurality? of the conductive elements 3, in the condition of use of the terminal 1 and during the movement of the latter along the extension direction Y of the rail R, ? aligned along a direction parallel to the same direction of extension Y of the rail R. In other words, the conductive elements 3 are configured to arrange themselves, in use, along a direction parallel to the direction of development X of the frame 4, contacting the rail above or above one side. Note how the conductive elements 3 are greater than 2 in number, optionally between 3 and 30. Furthermore, two conductive elements 3 adjacent to each other are spaced by a minimum distance greater than 3 mm, optionally between 5 mm and 30 mm , to allow heat dispersion and avoid excessive overheating of the conductive elements themselves. From a structural point of view, each conductive element has a substantially rectangular parallelepiped shape presenting a concave contact surface, which is configured to arrange, in use, in contact with the rail. In particular, the contact surface ? configured to present a conformation at least partially counter-shaped to the top surface? 6 or to the first or second side 7a, 7b of the rail, in such a way as to allow complete adhesion of the conductive element to the rail itself. The conductive elements 3 are made of conductive material, configured to transmit energy to the rail, in particular, each conductive element 3 can be made of at least one of: graphite, carbon-graphite, electro-graphite, metal-graphite, silver graphite, bakelite graphite.

Terminal 1 can? further comprise at least one sealing element 10 carried by the frame 4 in position between the first and second guide elements 5a, 5b and configured to stably engage the plurality? of conductive elements 3, keeping them, in conditions of use of the terminal, in contact with the rail. The sealing element can present a headquarters 12 configured to directly engage plurality? of conductive elements and prevent their relative movement with respect to the same sealing element 10.

The sealing element 10, in a first embodiment shown in figures 2-4 and in a third embodiment of the invention shown for example in figures 8 and 9, is engaged to the central body 4c of the frame 4, for example by interposition of a thrust group 17, and is? mobile by rotation relative to the latter, to allow the movement of the conductive elements towards and away from the rail R. Note how the movement by rotation of the sealing element 10 is only possible during an inoperative condition. of the terminal, in which the latter is not? coupled to the rail, while, in conditions of use of the terminal, the sealing element is configured to keep the conductive elements 3 in contact with at least one of the first and second sides 7a, 7b of the head H of the rail R. As for example shown in figures 3 and 9 in which a cross-section view of an assembly is shown comprising rails and terminal, the sealing element 10? tied to the top plate? of the terminal after the interposition of a thrust group and ? mobile by rotation relative to the latter around an axis parallel to the direction of development X of the frame 4.

The sealing element 10 can comprising first and second sealing elements 10?, 10? each of which permanently brings a plurality? of conducting elements 3. The first and second sealing elements 10?, 10? they are movable by rotation around axes parallel to each other and parallel to the direction of development X of the frame: the first and second sealing elements 10?, 10? they are therefore mobile by rotation towards and away from each other. Note further how the first and second sealing elements 10?, 10? are configured to be positioned, in use, at the side of the rail to allow the respective pluralities? of conductive elements 3 to contact the first and second sides 7a, 7b of the rail respectively. In other words, the first and second sealing elements 10?, 10?? they are opposed to each other with respect to a longitudinal center plane of the terminal 1, which is substantially parallel to the direction of longitudinal development In the invention, the conductive elements 3 are integral with the sealing element 10 and are, in conditions of use of the terminal 1 during which the latter is mobile along the rail R, mobile by sliding relative to the rail R. In other words, the conductive elements 3, in conditions of use of the terminal 1, define electrical contacts of the sliding type configured to allow the transfer of energy towards the rail R .

The third embodiment differs from the first embodiment, in that each sealing element 10 has a casing defining a ring-shaped compartment, inside which there is a housed the plurality? of conductive elements 3. From a structural point of view, the casing of the sealing element 10 lies on a plane substantially parallel to the lying plane of the support plate 13. In this last embodiment, the first and second held 10?, 10? furthermore comprise at least one respective catenary 18, each of which ? configured to support and move plurality? of conductive elements 3 at least during one condition of use of the terminal. Each catenary 18 ? also configured to have a first 3 series? of conductive elements in direct contact with the rail R at the first and/or second side 7a, 7b of the rail, as well as? a second series 3?? of conductive elements spaced from the rail. The first and second series 3?, 3? of conductive elements carry a respective plurality? of conductive elements 3, which are mobile in a closed loop along the catenary 18. In particular, each conductive element 3? mobile along the catenary, in conditions of use of the terminal during which the latter is mobile along the track. In fact, the conductive elements 3 are pushed along the closed loop trajectory of the catenary 18 following the movement of the terminal along the rail. In other words, the conductive elements 3 are mobile along the closed ring of the catenary following contact between the conductive elements themselves and the rail, without the aid of a dedicated movement device, active on the catenary 18.

The sealing element 10 can further understand a plurality? of collectors (not shown in the accompanying figures) housed inside the casing of the same sealing element 10, electrically connected on one side to a respective connector 9 by cables 19 and on the other, to a conductive element 3. In particular , in this last embodiment, each manifold is configured to contact a respective conductive element 3, to allow the transfer of electrical energy towards the rail R. From a structural point of view, each collector has a cylindrical body externally covered with lamellae in conductive material, configured to transmit energy to the conductive elements. Each collector 9 ? furthermore carried by the casing of the sealing element and is mobile by rotation relative to the latter around a vertical axis. In fact, each manifold allows contact with the conductive elements 3 during the movement of the latter along the closed ring of the catenary 18, maintaining the position of the cables 19 fixed with respect to the top plate. 27. In this way, the collectors prevent the intertwining of the cables 19, which would be inevitable if connected integrally to a respective conductive element 3.

In a fourth embodiment of the invention shown in figures 10-13, the terminal 1 differs from the third embodiment previously described in that it has a single sealing element 10 which has a single catenary 18 arranged in a closed ring along a transverse plane to the lying surface of the support plate 13. The catenary 18 is configured to have a plurality? of conductive elements in direct contact with the rail R at the top surface? 6 of the head H of the rail R.

The third and fourth embodiments of the invention both have at least one sealing element 10 configured to carry a plurality of seals. of conductive elements 3 configured to contact the rail without sliding and movable along a closed loop trajectory.

A second embodiment of the invention shown in figures 5-7 differs from the previous embodiments in that the sealing element 10 is defined by the base plate 14a of the frame 4. In particular, the seat 12? made directly on the base plate 14a to which the conductive elements 14 are stably engaged and aligned along the development direction configured to arrange the plurality? of conductive elements in direct contact with the rail R at the top surface? 6 of the head H of the rail R. The conductive elements 3 are integral with the sealing element 10 and are, in conditions of use of the terminal 1 during which the latter is mobile along the rail R, mobile by sliding relative to the rail R. In other words, the conductive elements 3, in conditions of use of the terminal 1, define electrical contacts of the sliding type configured to allow the transfer of energy towards the rail R .

As mentioned above, the terminal can? include a thrust group 17 configured to move the sealing element 10 towards and away from the rail. In particular, in the first and third embodiments of the invention, the thrust assembly 17 includes:

- at least one arm which, on one side, is hinged to the support plate 13 of the frame 4, while on the other side it stably carries the sealing element 10,

- at least one pusher 17c active on the arm and configured to keep the conductive elements 3 carried by the holding element 10 in contact with the rail.

The 17c pusher? integrally carried by the support plate 13, configured to act as a push on the arm and consequently on the sealing element 10, to move the latter towards and away from the rail. Note how the at least one arm can include at least a first and a second arm 17a, 17b respectively hinged to the support plate 13 of the frame and opposed to each other with respect to a longitudinal center plane of the terminal which is substantially parallel to the direction of longitudinal development configured to keep in contact the conductive elements 3 carried by each sealing element 10?, 10? respectively with the first and second sides 7a, 7b of the rail R. The first and second arms 17a, 17b are therefore mobile by rotation around respective axes parallel to each other and substantially parallel to the direction of longitudinal development X of the frame 4.

As for example depicted in figures 3 and 9, the pusher 17c can? include an actuator responsible for moving the first and second arms 17a, 17b relative to the rail. However, the provision of a hydraulic cylinder, a pneumatic cylinder or a coil spring is not excluded.

The second embodiment of the invention shown for example in figures 5-7, differs from the previous embodiments in that the thrust group 17 includes at least one elastic return element 17d interposed between the support plate 13 and the plurality? of conductive elements 3, configured to act as a push on at least one conductive element 3 to force contact between the latter and the rail R. In particular, the push group 17 includes a plurality of conductive elements 3. of spring-back elements 17d configured to push on at least one conductive element 3. Each spring-back element 17d? configured to ensure contact between a respective conducting element 3 on the upper surface S of the head H of the rail R. In fact, each springback element 17b extends along a direction orthogonal to the upper surface S of the rail, configured to exert a force on a respective conductive element directed orthogonally to the same upper surface S of the rail R. The elastic return elements 17d can in fact comprise a spring, for example a compression spring.

Equipment 100

Furthermore, the object of the present invention is an apparatus 100 that can be used for the construction or reconstruction of railway sections, capable of heating the rails by the Joule effect to a regulation temperature. Such equipment allows the heated rails to be laid at the regulation temperature on the railway bed and fixed stably and in traction to respective sleepers, allowing a controlled expansion or contraction of the rails themselves following high temperature variations. The equipment 100 further allows, during operations for resurfacing the railway ballast, to take old rails to be discarded from the latter and at the same time heat and secure new rails in traction. In particular, the equipment 100 allows carrying out these operations of picking up and laying the rails simultaneously with the movement along the railway bed, thus achieving the called continuous installation process.

As shown for example in figures 1 and 2, the equipment 100 includes at least one railway vehicle V mobile on the railway bed along a forward path A and configured to position at least one rail R above the same railway bed.

Note how in the attached figures a railway vehicle configured to travel on rails has always been shown and therefore usable for the reconstruction of pre-existing railway sections. However, the possibility is not excluded. to create a railway vehicle responsible for the construction of a new mobile railway line directly on the railway bed, for example through the use of a tracked handling system.

The equipment further comprises a generator 2 carried by the railway vehicle V and configured to provide energy to be transmitted to the rail. Generator 2 can? for example, include an endothermic engine configured to generate mechanical energy, at which? connected to an alternator configured to convert the mechanical energy of the endothermic generator into alternating voltage. Generator 2 can? further comprise an electrical power converter configured to convert the alternating voltage supplied by the alternator into direct voltage. In fact, note how it is preferable to power the rails with a direct voltage as this has a higher voltage. high level of safety compared to alternating voltage, therefore being less dangerous for those responsible for using the equipment in the eventuality? of malfunctions or accidents during the installation of the rails.

In an alternative embodiment of the apparatus, the generator 2 can be configured to power at least one terminal 1 subsequently described intermittently. In particular, generator 2? configurable between: - an active condition in which each conductive element 3 of a respective terminal ? powered by generator 2 and ? configured to place the same generator 2 in electrical connection with the rail R,

- an off condition in which each conducting element 3 is not ? powered by generator 2.

Note how the conductive elements 3 of each terminal are configured to contact the rail R both during the active condition and during the deactivated condition of the generator 2. In particular, in the active condition, each terminal 1? configured to be fixed with respect to the rail, while in the deactivated condition, each terminal is configured to be movable relative to the R rail.

As mentioned above, generator 2? configured to operate intermittently, in other words, two temporally successive active conditions of the generator are interrupted by an inactive condition. The active condition of generator 2 can? present a different time duration than the deactivated condition; in particular, the active condition can? present a time duration between 2s and 600s, optionally between 3s and 300s.

The equipment also includes at least one terminal 1 in accordance with the description above, carried by the railway vehicle and electrically connected to the generator 2, configured to contact the rail and allow the passage of current through the latter, heating it by the Joule effect . In particular, the equipment can comprising a first and a second terminal 1a, 1b carried by the railway vehicle and configured to contact spaced apart sections of the same rail. Each terminal 1a, 1b ? connected to generator 2 to define, in cooperation with the rail, a closed electrical circuit. As mentioned above, the first and second terminals 1a, 1b, in conditions of use of the equipment, are mobile by sliding along the same rail R to deposit a new rail on the ballast, carrying out both the installation and the heating of this rail. last. In particular, the first terminal 1a, in the condition of use of the equipment during which the latter is mobile compared to along the roadbed,? arranged upstream of the second terminal 1b with respect to the advancement trajectory A. The first terminal 1a, in conditions of use of the equipment, is therefore arranged at a distance from the second terminal 1b greater than 10 meters, optionally between 50 meters and 300 meters.

As shown for example in figure 1, the first and second terminals 1a, 1b define a first connection group, configured to contact a first rail 23a of a track, heating it. The equipment can further comprising further first and second terminals 1a, 1b electrically connected to the generator 2 to define a second connection group, configured to contact a second rail 23b of the track, thus heating it.

Note how the first and second connection groups are electrically connected to the generator 2 in parallel, so as to allow the passage, respectively on the first and second rails 23a, 23b, of a current having the same intensity, thus creating an equal heating by Joule effect of both rails. The equipment can also understand a plurality? of arms carried by the railway vehicle and configured to engage a respective terminal. Each arm can? be rigidly connected to the railway vehicle or at least partially mobile by rotation relative to the latter. Each arm can? furthermore present a rigid or extensible body, for example in a telescopic manner. Each arm can? in fact present:

- a hollow casing hinged to the railway vehicle V,

- an internal body slidingly engaged to the hollow casing at a first end, and at a second end opposite to the first extremity, called the internal body? committed to a respective terminal 1.

The hollow casing and the internal body can be movable relatively to each other by sliding along a development direction along which the hollow casing and internal body are aligned.

The equipment can also understand a plurality? of actuators carried by the railway vehicle (V), each of which is active on a respective arm to move it relative to the railway vehicle V. In particular, each actuator allows the relative rotation of the respective arm relative to the railway vehicle V, at least between:

- a first end position in which the arm is configured to position itself laterally to the railway vehicle, - a second end position in which the arm is configured to position itself behind the railway vehicle with respect to the direction of travel A.

Each actuator can further comprise a respective position sensor configured to measure an angular phase shift between the direction of development of the arm on which the actuator is positioned? active and a straight section of the railway vehicle parallel to the direction of travel A. The position sensor is ? configured to generate a signal representative of the angular phase shift between the direction of development of the arm and the railway vehicle V and send it to a unit? of control 50 subsequently detailed.

Note how in the accompanying figures a railway vehicle has been schematized featuring a head carriage carrying first terminals 1a of the first and second groups, a tail carriage carrying second terminals 1b of the first and second groups and one or more intermediate wagons responsible for carrying out the laying of new rails and the removal of old rails as detailed below. However, the possibility is not excluded. to create a single railway wagon to which the first and second terminals 1a, 1b, both of the first and second groups, are connected, in correspondence with respective end portions.

The equipment can further comprise at least one removal device 20 carried by the railway vehicle V and configured to take old rails 21 from the railway bed and deposit them above the railway vehicle, as well as at least one laying device 22 carried by the railway vehicle and configured to position a first and a second rail 23a, 23b on the railway ballast. The remover 20 ? positioned on the railway vehicle V upstream of the laying device 22 along the direction of advancement A. In fact, the equipment carries out the removal of the old rails 21, before carrying out the laying of the new rails 23a, 23b and fixing them to the above sleepers. It should further be noted how the removal device 20 and the installation device 22 are configured to operate, during the movement of the railway vehicle V along the ballast, both simultaneously with each other and simultaneously with the heating of the rails. In other words, the laying device 22 is configured to lay and fix the new rails 23a, 23b to the sleepers at the same time as their heating carried out by means of the terminals, carrying out the aforementioned continuous laying.

The equipment can further include at least one temperature sensor 24 carried by the railway vehicle, for example by a support arm of a terminal, and active in proximity? of a new track to be laid. In particular, the temperature sensor 24 ? configured to generate a signal representative of a temperature value of a rail in contact with a terminal 1. The apparatus comprises a plurality of of temperature sensors 24, each of which is active in correspondence with a first and a second terminal 1a, 1b of the first and second groups and configured to generate respective temperature signals representing a heating temperature of the rail R.

The equipment can also include at least one?unit? control device 50 connected to the railway vehicle V, to the generator 2 and to each temperature sensor 24, configured for:

- receive from each temperature sensor 24 the signal representative of the temperature of the rail in contact with a respective terminal,

- on the basis of said representative signal, estimate an instantaneous temperature value of said rail,

- command, based on the estimated temperature of said rail R, a speed? of advancement of the railway vehicle V along the ballast and a potential difference at the ends of the generator.

The unit? control 50 ? furthermore configured to compare the estimated instantaneous temperature value with a predetermined temperature value at which the rails can be heated and, based on this comparison, vary the speed? of progress of the railway vehicle and/or vary the voltage of the terminal fields. What? doing, the unit? control 50 ? configured to continuously lay new rails, heating them constantly to the same temperature.

In an alternative embodiment of the invention, the temperature sensor 24 is configured to operate at least in the active condition of generator 2, allowing uniform heating of the rails during the active condition of generator 2.

The unit? control 50 can? be active on generator 2 to control its passage between the active condition and the deactivated condition periodically, upon the occurrence of an event or following the reception of a control signal. In particular, the unit? control 50 ? connected to the position sensor of each arm actuator and is configured to receive the signal representing the angular phase shift of the arm with respect to the railway vehicle V. The unit? control 50 can? therefore be configured to control the transition between the active and deactivated condition of the generator as a function of the signal representing the angular phase shift of the arm with respect to the railway vehicle V. In other words, the unit? control 50 can? be configured to control the transition from the active condition to the deactivated condition following the detection of at least one arm in the second end position. As previously mentioned, in the active condition of generator 2, each terminal 1? integral with the rail R, consequently, each arm is rotationally moved with respect to the railway vehicle until the second end position is reached, following the movement of the railway vehicle along the forward trajectory A. In other words, the actuators active on a respective arm do not impose any rotation on the arms themselves. Upon reaching the second end position of at least one arm, the unit? control 50 ? configured for:

- command the passage from the active condition to the deactivated condition of generator 2,

- command the active actuators on a respective arm to rotate the latter relative to the railway vehicle to move them from the second to the first end position.

In the deactivated condition, each terminal 1, remaining in contact with the rail R, is mobile relative to the railway vehicle V, at a speed? measured along the forward trajectory A, higher than a speed? of advancement of the same railway vehicle V, which is? measured along the forward trajectory A. In particular, the ratio between the speed? of progress of the terminal and the speed? of advancement of the railway vehicle, ? between 0 and 1, optionally between 0 and 0.8.

The unit? of control 50, following the movement of each arm and the relative terminal which took place in the deactivated condition,? configured to control the active condition of generator 2 upon reaching the first end position of the arms themselves, again allowing the heating of a further section of rail R.

Rail laying process

Furthermore, the object of the present invention is an installation procedure using an apparatus 100 in accordance with the above description.

The procedure involves the positioning of one or more? terminals 1 above a rail such that one or more? of the conductive elements of terminal 1 can contact the rail (for example the top surface and/or a side). As described above, the conductive elements 3, in use, are aligned along the length of the rail: in this way, the terminal can guarantee the contact of at least one conductive element to the rail, to allow the correct transfer of electrical energy and therefore the heating of the rail itself.

In particular, the procedure involves the positioning of at least two terminals engaged on the same rail. A first terminal? for example carried steadily by a railway wagon (head engine), while the other of the two terminals is carried by a tail wagon; in this way the two terminals are spaced apart along the railway bed. As described above, the two terminals are electrically connected, each to a respective pole, to the generator, so that the latter, terminals and rail define a closed circuit.

Following the positioning of the terminals, the railway vehicle is advanced along the railway bed; the terminals engaged with the rail advance integrally with the railway vehicle, keeping the conductive elements in contact with the rail during the movement of the latter, so that the latter can continuously transfer electrical energy to the rail.

In an alternative embodiment of the equipment, following the positioning of the terminals in engagement with the rail R, the railway vehicle is advanced along the ballast and at the same time, the unit? control 50 commands the active condition of generator 2. During the active condition, each terminal ? fixed with respect to the rail and transfers energy to the latter, while each arm supporting a respective terminal is moved from the first to the second end position by the railway vehicle V. After reaching the second end position, the unit? control 50 commands the deactivated condition of generator 2, preventing the transmission of energy towards the rail. Furthermore, the unit? control 50 controls each active actuator on a respective arm to move it from the second to the first end position. Upon reaching the first end position, the unit? control 50 ? then configured to control the active condition of the generator again, allowing the heating of a subsequent section of rail R.

During and/or following the heating of the rail, it is placed on the sleepers by the same railway vehicle to be immediately permanently fixed to the same sleeper. The procedure can foresee the previously described continuous laying of two rails for the construction of a track. Furthermore, the procedure can provide for, at the same time as the laying of the rails, a phase of disengagement and removal of the rails to be removed from the sleepers and movement of the same rails to be removed above the railway vehicle for subsequent disposal.

ADVANTAGES

The present invention entails considerable advantages compared to state-of-the-art solutions. In particular, the structure of the terminal 1 guarantees the correct contact of at least one conductive element to the rail, so that the terminal can continuously and during the movement of the vehicle along the railway bed, continuously transfer electrical energy to the rail, for its heating by the Joule effect. Furthermore, the specific structure of the terminal prevents excessive wear of the conductive elements, reducing maintenance interventions on the terminal to a minimum and consequently reducing the timescales for laying the new railway section.

Claims (10)

1. Terminal (1) for an apparatus (100) for the laying of at least one rail (R) on a railway ballast, said apparatus (100) being of the type comprising: - at least one railway vehicle (V) mobile on the railway bed along a forward path (A), said railway vehicle (V) being configured to position said at least one rail above the same railway bed, - at least one generator (2) carried by the railway vehicle (V), where said terminal (1) ? connectable to the generator (2) and engageable to the rail (R) to allow the passage of current through the latter, in which said terminal (1), in a condition of engagement with the rail, is mobile relative to the latter along the advancement trajectory (A), characterized by the fact that said terminal (1) includes a plurality? of conductive elements (3), wherein at least one of said conductive elements (3) is configured to contact the rail (R) to place the latter in electrical connection with the generator (2). 2. Terminal according to claim 1, wherein, in a condition of use of the terminal (1), the conductive elements (3) are configured to contact at least one top surface (6) and/or a side of the rail (R). 3. Terminal according to any one of the preceding claims, wherein, in a condition of use of the terminal and during movement of the latter along a rail, two or more conductive elements (3) of said plurality? are aligned along a direction configured to be substantially parallel to a section of an extension direction (Y) of the rail (R) above which ? mobile called terminal (1), optionally the conductive elements (3) are more than 2 in number, even more? optionally between 3 and 30. 4. Terminal according to any of the previous claims, wherein the conductive elements (3) are spaced along the alignment direction, optionally two immediately consecutive conductive elements (3) along the alignment direction are arranged at a minimum distance greater than 3 mm , optionally between 5 mm and 30 mm. 5. Terminal according to any of the previous claims, wherein each conducting element (3) is? made of at least one of the following materials: graphite, hard carbon, copper, bronze, brass, optionally each conductive element ? made at least in part of at least one of the following materials: carbon-graphite, electro-graphite, metal-graphite, silver graphite, bakelite graphite. 6. Terminal according to any of the previous claims comprising a frame (4) carrying the plurality? of conductive elements (3), in which the frame (4) extends along a longitudinal development direction (X) between a first and a second end portion (4a, 4a), in which two or more? of said conductive elements (3) are aligned along a direction substantially parallel to the direction of longitudinal development (X) of the frame (4), optionally the frame (4) includes a central body (4c) interposed between the first and second portions of ?extremity? (4a, 4b), in which the plurality? of conductive elements (3) ? engaged directly to the central body (4c) of the frame (4). 7. Terminal according to the previous claim comprising at least a first and a second support element (41, 42) which, in use, are configured to allow the terminal (1) to be supported on a top surface. (6) of the rail (R), optionally the first and second support elements (41, 42) are arranged respectively in correspondence with the first and second end portions of the frame (4) and respectively include a wheel which, in use, is configured to roll on a summit surface? (6) of the rail (R) to allow the sliding of the terminal (1) along said rail (R). 8. Terminal according to any of the previous claims comprising at least one sealing element (10) configured to stably engage the plurality? of conducting elements (3), optionally the sealing element (10) ? engaged in the central body (4c) of the frame (4), wherein the frame (4) includes a support plate (13) to which ? a thrust group (17) is constrained, the thrust group (17) also being engaged to at least one of the sealing element (10) and the plurality? of conductive elements (3), said thrust group (17) being configured to act as a thrust on at least one of the sealing element (10) and the plurality? of conductive elements (3) to force contact between one or more? of said conductive elements (3) with the rail (R). 9. Terminal according to the previous claim, wherein the thrust assembly (17) comprises: - at least one arm which, on one side, is hinged to the fixed plate (13) of the frame (4) while on the other side, it stably carries the sealing element (10), - at least one pusher (17c) active on said arm and configured to keep one or more of the conductive elements (3) carried by the sealing element (10) with the rail, optionally with at least one between the first and second side of the rail. 10. Equipment (100) for laying rails (R) on a railway bed, said equipment comprising: - at least one railway vehicle (V) mobile on the railway bed along a forward path (A), said railway vehicle (V) being configured to position at least one rail (R) above the same railway bed, - at least one generator (2) carried by the railway vehicle (V), - at least one terminal (1) in accordance with any of the previous claims placed in connection with the generator (2) and configured to contact the rail (R) to allow the passage of current through the latter, wherein the at least one terminal includes at least a first and a second terminal (1a, 1b) electrically connected to the generator (2) to allow the passage of an electric current through said rail (R) to allow it to be heated, optionally by Joule effect .