WO2015025092A1 - Method for replacing rails and associated railway vehicles - Google Patents

Abstract

The invention concerns a railway vehicle (100) comprising: - at each end, a carriage (300) that is preferably self-powered, - a longitudinal support means, preferably a beam (510) of which each end is secured to a respective carriage, railway working tools (611, 612) being secured to said support means. Preferably, each end of the beam is secured to a respective carriage via a gantry (400), each gantry comprising lateral lifting means (402) designed to rest against the ground and lift a respective carriage. The vehicle can further comprise work stations (610) for operators, which are rigidly secured to the longitudinal support means.

Description

 PROCESS FOR REPLACING RAILS AND ENGINES

 RAILWAYS ASSOCIATED

Rail replacement (RR) is a very frequent operation when carrying out railway work. The rails, previously made up of unit elements of 18 or 36 m joined together by a splicing system, have since the 1970s become Long Welded Rails (LRS). These LRS, no splint comes to divide, are interconnected by aluminothermic or electrical welds. The invention describes a new method of substituting LRS constituting an already constructed track (so-called old rails) by LRS discharged on both sides of the track (so-called new rails). The length of an LRS can go today up to 432 m but the method developed by the Applicant has no limit in terms of maximum length.

Many processes for which complex machines have often been developed exist. In fact, depending on whether the operation is carried out on exploited lines of the LGV (High Speed Line) type for which to unload the new rail previously in track imposes a limitation of the commercial circulations (thus very constraining on the level of the exploitation) or on classical lines for which the Prior unloading of new rails is often less impacting, the RR process may vary.

By operation of RR we mean a replacement operation not only of the rails, but also fastening systems (RA) which secure the rail to the sleepers and soles (RS) placed between the runner of the rail and the crossbar. Both of these operations are necessary to perform a complete RR operation.

Fastener system is the set of components that bind the rail to the crosshead, including bolts, washers, insulators, fasteners or lag bolts ...

The state of the art, however, requires exposing three different methods.

1) Process carried out by two "BOA" type railway machines _

These machines are commonly used today on LGV RR sites because this process makes it possible to leave no rail (new before replacement or old after replacement) on the track, guaranteeing a maximum restitution speed.

This method consists of supplying lengths of elementary rails (108 m, 216 m ...) upstream of the site and unloading them at the center of the track. A first BOA 821 machine equipped with a spark-welding robot makes it possible to connect each of these rails by electrical welding and then a second machine known as BOA 822 makes it possible to:

• Detach the fastening systems that secure the old rail to the ties,

 • Cross new rails and old rails,

 · Replace old soles with new soles,

• Replace old fastening systems with new fastening systems, • Heat the rail to its so-called neutral temperature (25 ° C) in order to get rid of the final release site, which is essential in RR cases.

The constraint of this method lies mainly in the hardware associated with it. Indeed, a heavy investment is required since two "big" railway machines are necessary to carry out this operation. In addition, the approval to circulate these machines on the RFN (National Railway Network) is extremely complex. The investment cost associated with this process is therefore important and the yields remain reasonable without being extremely high: of the order of 1000 to 1200 m over 5 hours (240 m / h approximately) of intervention when the rails are already under way and 600 to 800 m over 5 hours (160 m / h) in the case of a new LRS unloading and an old full-length LRS reloading.

2) Process carried out by a railway machine of the special cruiser wagon type

It is in this case a wagon equipped with rail ramps and roller clamps for gripping new and old rails and their crossing at speeds of the order of 1 to 3 km / h. This wagon is towed by a locomotive and is extremely efficient in terms of crossing performance of the rails. However, it does not allow the replacement of soles (no position is provided on the wagon) or the replacement of fastening systems. These two operations must be carried out in a dissociated manner which is extremely penalizing in the phasing of the site as well as in the number of necessary operators. In addition, another disadvantage lies in the fact that this car is a special wagon and therefore requires approval to ride on the RFN. It is therefore a heavy investment that requires a significant delay in its design and construction. Unlike the BOA, this car is not used on LGV but rather on conventional lines where the rail has already been previously unloaded.

3) Manual process

Of course, the rails can be crossed by small machines called rail positioner. These machines weigh about 400 kg and are motorized to lift the old rail that has been previously detire and place it next to the track. Similarly, a second positioner will lift the new rail placed in the center of the track and place it in its final location. Many teams at work are needed to perform these manual operations:

• Team for detrefoning,

 • Team for crossing rails,

 • Team for the replacement of soles,

 · Team for the replacement of fastening systems,

 • Team for the supply of new and old materials,

• Team for the removal of the track

In addition, besides the fact that a large number of operators is necessary for the completion of this work, the yields are quite low which implies to use this process for one-off operations or when the continuity of the worksite does not allow by setting up machines (this is the case when very often replacing one rail in two, usually in curves).

This is because each of these processes has significant constraints that the Applicant has devised a new rail replacement method incorporating the problem of replacing the fastening systems and soles, and the associated equipment.

For this purpose the invention proposes a railway machine comprising: - at each end, a carriage, preferably self-propelled,

- A longitudinal support means, each end of which is fixed to a respective carriage, railway working tools being fixed to said support means. Advantageously, the longitudinal support means may comprise at least one first beam.

Advantageously, each beam end may be attached to a respective carriage via a gantry, each gantry may include lateral lifting means provided to bear on the ground and lift a respective carriage.

Advantageously, the gantry may comprise a second transverse beam fixed to said carriage, the lifting means extending on either side of said second beam, each gantry may further comprise means for lateral spacing of said lifting means. This first beam is preferably rectilinear and rigid, but it could have any shape and / or be articulated. The machine could have more than one longitudinal beam as a support means.

Advantageously, the machine may further comprise work stations rigidly secured to the longitudinal support means. Embodiments and variants will be described hereinafter, by way of non-limiting examples, with reference to the accompanying drawings in which:

FIGS. 1A and 1B illustrate a carriage respectively in elevation and in plan view,

FIGS. 2A and 2B illustrate a device for replacement of rails and insoles in perspective,

FIG. 3 illustrates a device for setting up fastening systems in perspective, FIG. 4 illustrates a dismantling car in perspective,

FIG. 5 illustrates a storage car in perspective,

Figure 6 illustrates a rail portal in perspective.

The innovation is based on the use of special railway gear 100, 200 each consisting of two carriages 300 of LEM type (Lorry Powered Elevator) illustrated in FIGS. 1A and 1B, preferably self-propelled, and a first longitudinal beam 510 520, each end of which is attached to one of the carriages; the first beam carries tools, which will be described below, and workstations for operators. The carriages 300 are radio controlled, they serve to propel the machines 100, 200.

In the illustrated examples, the first beam 510, 520 of a machine is fixed by each end to a carriage by means of a gantry 400. Each gantry comprises a second transverse beam 401 fixed to the table of a respective truck , comprising at each end lifting means in the form of two telescopic legs 402 disposed substantially vertically and on either side of the carriage 300, each actuated for example by a jack. The gantry 400 further comprises lateral spacing means feet 402, so that they can take at least two positions:

- A retracted position in which they fit into the jig of a transport car,

- An extended position in which they extend on either side of the carriage 300.

A peculiarity of these machines is that they are designed to be driven on site, each mounted on a traditional flat carrier car type R90 or elongated type R40. The advantage is that it is not necessary to to request an approval for the traffic for these machines 100, 200. On the other hand, they must be able to be descended in the way of the easiest way possible. This is the role of the gantry 400. At first, the feet 402 deploy laterally on both sides of the carriage and the carrier wagon, then deploy vertically to bear on the ground via a sole 403 and raise the carriage which they are attached. Each carriage 300 is then suspended from a respective gantry, the carrier wagon is released, it can be towed and erase. The feet 402 then retract vertically and deposit the carriages 300 on the track. The machine is then ready to go into operation.

Of course the opposite operation takes place at the end of the construction: the extension of the feet causes the lifting of the carriages, a wagon is driven under the machine, the feet retract vertically to deposit the machine on the wagon , then they retract horizontally so that the machine installed on its carrying wagon respects the template.

In another variant, the machines are devoid of gantry and circulate themselves or are towed on the RFN having obtained the corresponding approvals.

The machines also comprise, fixed to the first longitudinal beam 510, 520, work stations 610, 620, which allow operators to perform the sole replacement (RS) and fastening systems ( RA) simultaneously with the replacement of rails.

The invention proposes two types of railway gear: - a machine 100 whose work tools may comprise means for gripping and guiding at least one old rail and a new rail fixed by means of longitudinal support so to make the crossing of the rails during the progression of the railway machine, a machine 200 whose work tools may comprise a means for storing rail fastening systems and a conveyor mounted on the longitudinal support means, designed to transport the fastening systems to the workstations. A first type of gear 100 is provided for the crossing of rails

(replacement of old rails by new rails previously deposited in track) and also provided for the replacement of old soles by new soles.

This RR / RS rail crossing machine 100 has the function of crossing the old rails and the new rails (RR) at high speeds and at the same time replacing the soles (RS).

Figures 2A and 2B illustrate a configuration for the crossing machine of the rails 100 when the new rails 2 have been placed waiting on either side of the track. In these figures the old rails 1 appear in black and the new rails 2 in gray.

Each carriage 300 is connected to one end of a first longitudinal beam 510 secured thereto by rigid mechanical connections comprising a gantry as described above. On either side of the first beam 510 extend arms that carry tools to achieve the crossing of the rails as and when the machine 100, including 512 guide windows and clamps 513, each window or clamp being of course dedicated to a new rail or an old rail. As shown in FIG. 2A, the machine 100 progresses towards the left of the figure, the head carriage 300a advances on the old rails 1 and the tail carriage 300b on new rails 2. The new rails are seized and raised, guided to their final location by passing over the old rails, while simultaneously the old rails, which were previously detirefonnés, are removed and placed in a waiting position on the track, for example on both sides of the track.

Fixed two by two and on either side of the first beam 510 also extend four workstations 610 for operators, provided for the replacement of the rail flanges comprising in particular a lowered seat 611 and a sole storage means , in the form for example of an individual tray 612. On-board operators have the role of picking up the old soles, deposit them on the edge of the track, to take new soles in their individual tray 612 and to deposit them on the sleepers at their final location.

Even though the carriages 300 are equipped with their own motorization, propulsion and braking system, the longitudinal beam 510 has a power unit 511 which provides it with the energy autonomy necessary for the movement of the grippers 513 for gripping the rails and for lighting of the machine. The invention covers other configurations of this machine, including guide windows 512 and grippers 513, if the new rails were previously unloaded waiting between the old rails and if the old rails are also placed on hold between the new rails.

A second type of machine 200, illustrated in FIG. 3, is provided for carrying out the installation of the new fastening systems. For this purpose, the first beam 520 of the machine 200 comprises:

 at a first end of the first beam, a main storage tank for new fastening systems 522,

- Set two by two on either side of the first beam 520, six work stations 620 for operators, provided for the implementation of new rail fastening systems, having a lowered seat 621 and a means of storage of fastening systems, for example an individual tray 622; other variants are covered by the invention, comprising in particular a different number of positions,

 and a supply conveyor 521 of new fastener systems from the main storage bin 522 to the operators, preferably a chevron conveyor.

An operator enters the fastener systems stored in the main tray 522 and places them on the supply conveyor 521.

The operators of the workstations 620 have the role of seizing the new fastener systems delivered by the conveyor and put them in place at their final location by giving a turn to the lag screws.

The longitudinal beam 520 also carries its own energy (generator for example) necessary for the operation of the supply conveyor 521 and the lighting of the machine.

The invention also relates to a work train comprising a wagon carrying a rail crossing and sole replacement gear, and a wagon carrying a machine for setting up new fastening systems.

Such a train may further include:

- Several engines, the train having to separate into several sections once on the site, each section to be able to be mobile,

- A new equipment storage wagon with a mechanical shovel for the handling and lane-trimming of new equipment bags prepared in advance,

A wagon 700 for dismantling and evacuating the old fastening systems, At least one car 800 for storing old fastener systems carrying a railway gantry,

- A wagon for the storage of manual track machines, such as chainsaws, chainsaws ... - One or more finishing cars for the storage of old soles, waste ...

Once on the site, the train splits into three sections, each with a power unit, from upstream to downstream (the work train moves from upstream to downstream): - A first section comprising the wagon carrying new equipment and a finishing car,

A second section comprising the dismantling wagon 700, the old storage system wagon 800, the wagon carrying the rail and sole replacement machine, and the wagon carrying the setting device. place of new fastening systems,

- A third section comprising the storage car of manual machinery.

The first section is unhitched and moves upstream of the site. The third section is unhitched and moves downstream of the yard.

The machines 100, 200, lift from their respective carrier wagon, then the second section also moves downstream, erasing the carrier cars; the machines are deposited on the track, the machine 100 replacing rails and soles being placed in front of the machine 200 for setting up new fastening systems in the direction of progress of the site. The invention also relates to a method of simultaneously replacing rails and soles and setting up fastening systems, comprising the following steps:

- Make the crossing of the old rails and the new rails and the replacement of the soles with the help of a first railway machine which progresses on the way,

- Realize the installation of the new fastening systems using a second railway gear that progresses on the track immediately after the first gear. The method is conventionally preceded by a preliminary step of depositing the new rails waiting on the track, either on either side of the old rails, or between the old rails.

The process is characterized by the implementation of two railway machines that allow for the first, simultaneously crossing the rails and the replacement of rail flanges, and for the second, immediately after, the establishment of rail systems. new fasteners.

Advantageously, the process may be preceded by the following steps:

- Driving said first and second gear on the site each mounted on a transport car, - Deposit said first and second gear on the track and remove the transport cars.

This avoids having to obtain approvals for the traffic on the RFN for these machines, which would be very restrictive.

Advantageously, the process may be preceded by the following step: - Detracking of old rails, collection and storage of old fastener systems. For detrefonnage, it is preferable to use a disassembling car 700 as illustrated in FIG. 4, equipped at the front with four wreckers (suspended in circulation mode) and with a material-collecting pickup belt 710 equipped with two stations. Lateral manual pickup. This wagon allows: o secure trimming (operators at secure positions), o removal of old lug fasteners from the lane thanks to a double pick-up station (manual and / or electro-magnet), o system storage old ties in 720 bins provided for this purpose.

To this specific wagon are coupled at least one storage wagon 800, type R87-5 illustrated in Figure 5, comprising a raceway for the circulation of a self-propelled rail gantry 810 handling skips 710. This gantry, illustrated in FIG. Figure 6, is provided to move from one car to another, including the dismantling car 700, so as to recover a full bucket 720 on the dismantling car 700 and to bring an empty bucket.

 At the end of the project, the new attachments are manually tapped (by means of conventional screwdrivers) or thanks to more mechanized materials (automatic nutrunner type).

The major advantage of this method lies in the extreme simplicity of use and implementation of railway gear, one 100 for the crossing of the rails and the replacement of the soles (RR / RS) the other 200 for the implementation of the new fastener systems (RA), implementation which results in a very high efficiency of the order of 600 m / h. Indeed, these machines are driven on site on conventional freight wagons, type R40- long length for the RR / RS or R90 type for the RA and therefore do not require special approvals to circulate on the RFN. In addition to this major advantage, they also allow: • Take away the fastening systems (which in the case of large yields is essential, their volume quickly becoming very important),

• To benefit from an extremely fast and effective system of setting up in lane since each of these machines is equipped with telescopic systems (vertical with lateral movement) allowing thanks to four supports on the edge of the way to retract their wagon carrying and of place them on track in a very short time,

 • To offer operators who work on these machines ergonomic positions to minimize the risk of musculoskeletal disorders, common when it comes to stay bent for hundreds of meters to handle components located at the height of ground,

 • To guarantee an important comfort of use since these machines are radio-controlled by an operator located at work,

 · To guarantee rail crossing performance and the installation of new tie systems of the order of 600 m / h.

This method is particularly advantageous in the case where, as indicated above, the new rails are deposited in track before the site, typically a few days before. In the case of a tunnel rail replacement, this allows the rail to take the temperature substantially constant tunnel and thus avoid a "release" of the rails.

Claims

claims

A railway engine (100, 200) comprising:

at each end, a carriage (300), preferably self-propelled,

- A longitudinal support means, each end of which is fixed to a respective carriage, railway working tools being fixed said support means.

2. Railway machine (100, 200) according to claim 1, characterized in that said longitudinal support means comprises at least a first beam (510, 520).

3. Railway engine (100, 200) according to claim 2, characterized in that each beam end is fixed to a respective carriage via a gantry (400), each gantry comprising lifting means (402) sideways provided to bear on the ground and lift a respective carriage.

4. Railway engine (100, 200) according to claim 3, characterized in that said gantry (400) comprises a second transverse beam (401) fixed to said carriage (300), said lifting means (402) extending from and other said second beam, each gantry further comprising lateral spacing means of said lifting means.

5. Railway engine (100, 200) according to one of claims 1 to 4, characterized in that it further comprises work stations (610, 620) rigidly secured to said longitudinal support means (510, 520).

6. Railway engine (100) according to claim 5, characterized in that said working tools comprise means for gripping and guiding (512, 513) of at least one old rail (1) and a new rail ( 2) fixed to said longitudinal support means (510) so as to operate the crossing of said rails during the progression of said railway vehicle.

7. Railway engine (100) according to claim 6, characterized in that said work stations (610) are provided for the replacement of the rail flanges.

8. Railway engine (100) according to claim 7, characterized in that said work stations (610) comprise a seat (611) for an operator and a rail sole storage means (612).

A rail vehicle (200) according to claim 5, characterized in that said working tools comprise means (522) for storing rail fastening systems and a conveyor (521) mounted on said longitudinal support means (520). ), provided for transporting said fastening systems to said work stations (620).

10. Railway engine (200) according to claim 9, characterized in that said work stations (620) are provided for the implementation of new rail fastening systems.

11. Railway engine (200) according to claim 10, characterized in that said work stations (620) comprise a seat

(621) for an operator and a means for storing fastening systems

(622).

12. Work train comprising a wagon carrying a machine (100) for crossing rails and replacement soles, and a wagon carrying a machine (200) for installing new fastening systems.

13. A method of simultaneously replacing rails and soles and setting up fastening systems, characterized in that it comprises the following steps:

- Make the crossing of the old rails (1) and the new rails (2) and the replacement of the soles using a first railway gear (100) which progresses on the track,

- Realize the installation of the new fastening systems using a second railway machine (200) which progresses on the track immediately after the first gear.

14. Method according to claim 13, characterized in that it is preceded by the following steps:

- Driving said first and second gear on the site each mounted on a transport car, - Deposit said first and second gear on the track and remove the transport cars.

15. Method according to one of claims 13 or 14, characterized in that it is preceded by the following step: - Detirefonnage old rails, collection and storage systems of old ties.