Note: Descriptions are shown in the official language in which they were submitted.
CA 02902327 2015-09-01
SYSTEM AND METHOD FOR TRANSPORT OF EQUIPMENT
GENERAL TECHNICAL DOMAIN AND PRIOR ART
This invention relates to the field of transport and installation of
equipment, in particular,
railway equipment (rail, switch frog, etc.) when refurbishing a railroad
track.
A railroad track, also called a railway, extends longitudinally and includes
two
longitudinal rails resting on cross ties. Due to wear induced by the movement
of railway
vehicles on the railway track, worn longitudinal rails require periodic
replacement with
new longitudinal rails.
With reference to patent application FR 2847917A1, it is known to use a
railway train
(work train) to store the new longitudinal rails and to park them in a
maintenance area
of the railway track. When in use, such a railway train has the disadvantage
of
occupying a railway track adjacent to the track being refurbished. This is
disadvantageous when two stations are only connected by two adjacent railway
tracks, all traffic between the stations being prohibited, which is a
significant
inconvenience as well as a loss to the rail network operators. Because of
these
disadvantages, refurbishment operations of a railway track are only conducted
during
the night, which significantly increases the duration of refurbishment
operations.
The invention is therefore intended to remedy these disadvantages by proposing
a
process for transport and installation of equipment which is practical and
quick to
implement.
The invention arose in the field of railways but if can be applied in any
field requiring the
transport of equipment, preferably longitudinal equipment with heavy weight.
GENERAL PRESENTATION OF THE INVENTION
For this purpose, the invention relates to a system for transport of
equipment, in
particular a railway rail, the transport system comprising:
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- at least one structural beam adapted to support equipment, said structural
beam consisting of a longitudinal body comprising a first connecting end and a
second connecting end and linking means adapted to be linked to said
equipment, and
- at least one first independent mobile unit and a second independent mobile
movement, each mobile unit comprising a frame and at least one connecting
body mounted movably relative to said frame, the connecting body of the first
mobile unit and the connecting body of the second mobile unit being adapted
to be connected respectively to the first connecting end and to the second
connecting end of the structural beam in order to support it, each mobile unit
including in addition road travel means able to allow movement of said frame
on a road or similar.
Such a transport system has a limited footprint in comparison to a work train
with a
lifting crane. In addition, given that the mobile units are independent and
equipped
with means for road travel, the equipment may be transported directly from
their
storage places, which is advantageous. It is not necessary to load the work
train in
advance as in the prior art.
Preferably, each mobile unit includes in addition railway travel means able to
allow
movement of the said frame on a railway track. Such movement means thus allows
the
mobile units to travel, on the one hand, on roads, paths and ballast shoulders
and, on
the other hand, on a railway track in order to transport equipment over long
distances.
Such a transport system is particularly advantageous for performing
maintenance
operations on a railway track.
Preferably, each mobile unit includes a synchronized steering module able to
coordinate the movement of the second mobile unit relative to the movement of
the
first mobile unit. In other words, the steering module allows slaving of the
movement
means of the mobile units. Thus, the beam moves homogeneously without risk of
damage by remaining held at both ends. Preferably, the synchronized steering
module
allows automated movement of the structural beam, that is, without human
intervention.
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According to a preferred aspect, the synchronized steering module is able to
coordinate the movement of the connecting body of the second mobile unit
relative
to the movement of connecting body the first mobile unit. Thus, the beam
remains
horizontal under all circumstances, which avoids moving the equipment's centre
of
gravity during its transport. In other words, the steering module allows
slaving of the
connecting bodies of the mobile units.
Preferably, each mobile unit includes an activation module adapted for moving
the
railway movement means between an upper position in which the said railway
movement means extends above the road movement means and a lower position in
which the said railway movement means extends below the road movement means.
Thus, the activation module allows selection of the movement means which is in
contact with the ground to permit movement of the mobile unit. Preferably, the
activation module is an articulated arm linking the frame with the railway
movement
means
According to a preferred aspect, each mobile unit consists of a stabilization
module
adapted to raise the road movement means and the railway movement means
relative to the ground. Thus, each mobile unit remains stable during movement
of the
beam and/or equipment, which guarantees accurate movement, without risk of
damaging the said equipment.
The invention also relates to a method for transport of railway equipment from
a
storage area, located outside a railway track, to an area of maintenance of a
railway
track using a transport system such as presented previously, the railway
equipment
being linked to the structural beam, the structural beam being supported at
its
connecting ends by mobile units, the method comprising:
- a stage of movement of the said railway equipment from the storage area to
the railway track using the road movement means of said mobile units, and
- a stage of movement of the said railway equipment on the railway track to
the
maintenance area using the railway movement means of the said mobile units.
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Thus, the railway equipment is transported directly from its storage area to
the
maintenance area, which saves time. The use of both types of movement means
enables optimizing the movement depending on the traffic lane.
Preferably, the method includes a stabilization stage of each mobile unit in
the said
maintenance area. Again preferably, the method includes a stage of releasing
said
railway equipment in the said maintenance area. Thus, the railway equipment
can be
deposited accurately, without risk of damage.
PRESENTATION OF FIGURES
The invention will be better understood from reading the description that will
follow,
given only as an example, and referring to the drawings attached in which:
- figure 1 is a schematic general representation of a transport system
according to
the invention when transporting a railway rail;
- figure 2 is a schematic representation of a mobile unit of the transport
system
according to the invention;
- figure 3 is a schematic representation of transport of a railway rail
from a storage
area to a maintenance area;
- figure 4 is a schematic representation of delivery by road vehicle of mobile
units
and of the structural beam of the said transport system according to the
invention;
- figure 5 is a schematic representation of the transport system according
to the
invention during its positioning above a new railway rail in the storage area;
- figure 6 is a schematic representation of transport of a new railway rail
from the
storage area to the railway track;
- figure 7 is a first schematic representation of a mobile unit while
accessing the
railway track;
-
figure 8 is a second schematic representation of a mobile unit while accessing
the railway track;
- figure 9 is a schematic representation of an activation stage of railway
movement means of the mobile unit on the railway track;
- figure 10 is a schematic representation of the mobile unit on the railway
track
whose railway movement means are in the active position;
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- figure 11 is a schematic representation of transport stage of a new railway
rail on
the railway track to the maintenance area;
- figure 12 is a schematic representation of a stage of positioning the
structural
beam of the transport system above a worn railway rail to be replaced in the
maintenance area;
- figure 13 is a schematic representation of an activation stage of the
stabilization
means of the mobile unit on the railway track;
- figure 14 is a schematic representation of a stage for movement of a worn
railway rail to wait in the maintenance area;
- figure 15 is a schematic representation of a positioning stage of the new
railway
rail in place of the used railway rail; and
- figure 16 is s schematic representation of a stage of transporting
the worn railway
rail on the railway track from the maintenance area to the storage area.
It should be noted that the figures disclose the invention in a detailed
manner in order
to implement the invention, such figures of course serving to better define
the invention
where appropriate.
DESCRIPTION OF ONE OR MORE EMBODIMENTS AND IMPLEMENTATIONS
With reference to figure 1, schematically represented is a system for
transport of
equipment according to the invention. The invention will be presented for the
transport
of a railway rail but it goes without saying that the invention applies
generally to any
equipment, in particular, equipment of significant length and high weight.
With reference to figure 1, transport system S includes a single structural
beam 1 to
support equipment and two independent mobile units 2, 2' adapted to carry
structural
beam 1 by its ends in order to move it.
Support beam 1 is called structural because it allows significant mechanical
forces to
be transferred and, in particular, to support equipment of high weight.
Still in reference to figure 1, structural beam 1 includes a longitudinal body
10
comprising a first connecting end 11 and a second connecting end 12.
Preferably,
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longitudinal body 10 has significant length in order to support equipment of
great
length such as longitudinal rails. As an example, structural beam 1 can have a
length of
about 30 metres.
With reference to figure 1, first connecting end 11 and second connecting end
12 are
adapted to be connected to mobile units 2, 2' of transport system S.
Preferably, each
connecting end 11, 12 has a substantially spherical shape in order to form a
ball-joint
linkage with mobile units 2, 2 so as to limit any stress related to deflection
of beam 1
while it is moving. Thus, advantageously, support beam 1 is automatically
balanced
vertically even if mobile units 2, 2 are inclined due to the level of the
ground. It goes
without saying that other types of connecting ends 11, 12 could also be
appropriate,
for example, devises, links articulated by axis pins, etc.
Advantageously, a connecting end comprising a U-shaped yoke mounted on a free
pivot as well as an articulated connection allows a ball joint connection to
be made in
a practical way in order to limit deflection of the structural beam 1 as will
be presented
by the following. A spherical connecting end is particularly advantageous
given that it
has a limited production cost.
Such connecting ends 11, 12 allow support beam 1 to be supported by its ends
to
optimize the distribution of forces induced by the equipment over the entire
length of
the longitudinal body 10. Thus, support beam 1 can support a piece of
equipment with
high weight without risk of breakage while have a reduced length.
Longitudinal body 10 of support beam 1 has significant strength, in particular
against
buckling, for reduced weight. Preferably, longitudinal body 10 of support beam
1 is
hollow. Advantageously, longitudinal body 10 has a protective envelope in
order to
avoid any risk of injury to an operator while handling the support beam 1.
Referring to figure 1, support beam 1 includes a plurality of linking elements
13,
distributed along said longitudinal body 10, which are adapted to be connected
to the
equipment in order to suspend it from longitudinal body 10. In other words,
the plurality
of linking elements 13 forms a means for tackling or balancing of stresses,
that is, means
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for lifting a load at several areas spaced apart from one another and allowing
a
distribution of forces in the load being handled..
Preferably, at least one plurality of linking elements 13 are movable along
the length of
longitudinal body 10 so as to be able to place linking elements 13 adaptably
depending on the shape and weight distribution of each piece of equipment to
be
carried. Preferably, the movement of linking elements 13 is motorized and,
preferably,
controlled by the operator.
In this example of embodiment, each linking element 13 is present in the form
of a
flexible loop adapted to be passed under the equipment in order to lift it. It
goes
without saying that linking elements 13 could have a different form, in
particular, slings,
a lifting beam, clamps or other lifting accessories.
Such linking elements 13 allow for supporting railway equipment such as half-
switches or
frogs, independently of their weight and/or the position of their centre of
gravity. In
addition, while supported, the shape, dimensions and surface condition of the
equipment are not affected, which is very advantageous.
Preferably, with reference to figure 1, longitudinal body 10 of support beam 1
includes a
plurality of structural modules 100 linked together detachably and adjustable
in length.
In this example, longitudinal body 10 of support beam 1 includes 7 modules 100
but it
goes without saying that the number of modules 100 could be different.
Advantageously, the length of a structural module 100 is less than 10 metres
in order to
allow storage of such a structural module in a category 1 semi-trailer truck
as illustrated
in figure 4.
With reference to figure 1, two mobile units 2, 2' are represented which are
independent, that is, that they may be moved independently of each other.
In this example of embodiment, first mobile unit 2 and second mobile unit 2'
are
identical and are each in the form of a robotic automaton. Also, for the sake
of brevity
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and clarity, only first mobile unit 2 will be described in detail.
Subsequently, elements
relating to second mobile unit 2' will be referenced with an apostrophe.
With reference to figure 2, each mobile unit 2 consists of a structural frame
20 and a
connecting body 5 assembled movably relative to said frame 20 through a
positioning
module 6 linking said connecting body 5 with structural frame 20. In this
example, each
mobile unit 2 is configured to individually support a load which is a function
of the
weight of the equipment to be moved.
Preferably, connecting body 5 is in the form of a connecting ring 50 whose
opening is
appropriate to work together with an end connection 11, 12 of structural beam
1. Such
connecting ring 50 has as benefits automatically maintaining structural beam 1
and the
equipment supported in a vertical plane, independently of the position of
mobile units 2
and 22 However, it goes without saying that connecting body 5 could have
another
shape, for example, clevises, links articulated by axis pins or similar.
Advantageously,
connecting ring 50 is an economical solution.
Advantageously, positioning module 6 is configured to allow movement in space
in
three orthogonal directions of said connecting body 5 as well as its
orientation. In other
words, the opening of connecting ring 50 can be set accurately according to
the
operator's wishes through positioning module 6.
In this example of embodiment, with reference to figure 2, positioning module
6 of
mobile unit 2 includes three positioning cylinders 60 each comprising a
actuator
cylinder 62, linked to structural frame 20, and an actuator rod 61, linked to
said
connecting body 5, which is mounted in said actuator cylinder 62. The use of
three
positioning cylinders 60 allows the position of connecting body 5 to be
defined simply
and practically, like a tripod. In addition, the use of such positioning
module 6 allows
optimization of the distribution of forces received by connecting body 5 in
structural
module 20 (distribution over three points). In this example of implementation,
positioning
module 6 allows for an optimized travel path which depends on work conditions
on
railway tracks. It goes without saying that the travel path depends on the
standards in
force for the field of use of the transport system.
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Preferably, positioning module 6 includes at least one position sensor,
preferably a
position sensor by positioning actuator 60. Positioning module 6 allows the
position and
orientation of connecting body 5 to be continuously determined. In addition,
positioning module 6 includes motorization means in order to control the
movement of
positioning cylinders 60. Preferably, the motorization means of positioning
module 6 are
controllable to receive instructions from an operator or steering module.
Advantageously, positioning module 6 allows multiaxis positioning, in
particular, in three
axes.
It goes without saying that positioning module 6 could be in another form, for
example,
in the form of an interlocking mechanism, a telescoping mechanism using chains
or
cables, a gantry hoist or similar.
According to the invention, with reference to figure 2, mobile unit 2 includes
road travel
means 3 which are shown in this example in the form of tracks 30 mounted under
the
structural frame 20 but it goes without saying that wheels or similar could
also be
suitable. Such road travel means 3 allows mobile unit 2 to move in a stable
manner on a
paved road, on ballast or on soil.
Preferably, road travel means 3 preferably include independent motorization
means.
Preferably, the said motorization means are controllable in order to receive
instructions
from an operator or a steering module.
Still in references to figure 2, mobile unit 2 includes as well railway
movement means 4
which are shown in this example in the form of two axles 40 each equipped with
two
wheels 41 to enable being moved on a railway track in the manner of a
conventional
railway vehicle.
Preferable, the railway travel means 4 include independent motorization means.
Preferably, the said motorization means are controllable in order to receive
instructions
from an operator or a steering module.
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Preferably, mobile unit 2 includes an activation module 7 adapted to move the
railway
movement means 4 between:
- an upper position in which the railway movement means 4 are located above
the road movement means 3 and
- a lower position in which the railway movement means 4 are located below
the
road movement means 3.
With reference to figure 2, the activation module 7 is shown in the form of an
activation
arm 70 of which a first end is connected fixedly to an axle 40 of railway
movement
means 4 and of which a second end is articulated to frame 20 of mobile unit 2.
Mobile
unit 2 includes an activation arm 70 associated with each axle 40.
With reference to figure 2 representing railway movement means 4 in upper
position,
railway wheels 41 are raised and situated above tracks 30. Thus, mobile unit 2
can only
move using its tracks 30.
Conversely, with reference to figure 10 representing railway movement means 4
in
lower position, railway wheels 41 are lowered and located below tracks 30.
Thus, mobile
unit 2 can only move using its railway wheels 41.
Preferably, activation arm 70 is motorized to permit easy and quick movement
of each
axle 40 between its upper and lower position. Preferably, each activation arm
70 is
controllable to receive instructions from an operator or steering module.
Preferably, each mobile unit 2 includes as well a stabilization module 8
adapted to raise
frame 20 relative to the ground in order to prevent road movement means 3 or
railway
movement means 4 from being in contact with the ground.
In this example of embodiment, stabilization module 8 includes four
stabilization
cylinders 80 which are mounted at the ends of axles 40 of railway movement
means 4.
In other words, stabilization module 8 can only be actuated when axles 40 are
in the
lower position. Preferably, stabilization cylinders 80 are distributed around
the periphery
of structural frame 20 in order to ensure its uniform stabilization. Each
stabilization
cylinder 80 is adapted to be deployed vertically.
CA 02902327 2015-09-01
Preferably, stabilization module 8 includes hydraulic stabilization cylinders
80 but it goes
without saying that they could be in various forms, for example, inflatable,
counterweighted or similar stabilizers to ensure the stability of mobile units
2, 2'
according to the various terrain configurations encountered.
Preferably, each mobile units 2 includes as well means for detection of the
position of a
railway track. In this embodiment, with reference to figures 7 and 8, the
detection
means are in the form of a sensor 9 detecting the proximity of the railway
track and
ensuring the position of the machinery relative to said track. Each sensor 9
can extend
from frame 20 of mobile unit 2 in order to contact a railway track rail so as
to know the
distance separating the frame 20 from said railway rail.
For special cases of setting mobile units 2, 2' on the tracks, additional
means are made
available to the operator to assist in his manoeuvres, for example, a camera.
Advantageously, each mobile unit 2 includes as well a steering module able to
centrally control the bodies and modules of a mobile unit. The steering module
preferably has a computer and knows the status of various bodies and sensors
through
a plurality of sensors.
The steering module can communicate with another steering module of another
mobile unit 2 in order to enable coordination of the movement of said mobile
units 2, 2'
and/or coordinate the positioning of their connecting bodies 5, 5'. Such a
steering
module is advantageous for keeping structural beam 1 horizontal during
movement of
mobile units 2, 2' on rugged terrain or terrain with relief.
In a preferred aspect of the invention, the steering module includes an
operator
interface which includes for example knobs and buttons to steer mobile unit 2.
Preferably, the steering module includes a wireless communication interface
(infrared,
GSM, etc.) to let an operator steer mobile unit 2 using a wireless remote
control.
The various bodies and modules of mobile unit 2 are powered by an electrical
power
supply module, mounted in frame 20, in order to limit noise. Nonetheless, it
goes without
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saying that the power supply module could be a combustion engine. Preferably,
the
power supply module is redundant in order to improve the reliability of mobile
unit 2.
An example of implementation of the invention will now be presented for
maintenance
of a railway track. With reference to figure 3, a railway track F includes a
maintenance
area ZM in which a worn railway rail RU must be replaced by a new railway rail
RN. In
this example of implementation, only two operators are necessary.
New railway rails RN are stored in a storage area ZS located at a distance
from railway
track F. Preferably, storage area ZS corresponds to an area called "service"
accessible
by a heavy category 1 vehicle to permit, on the one hand, delivery of new
railway rails
RN and, on the other hand, delivery of the transport system S according to the
invention.
In this example, with reference to figure 3, storage area ZS is separated from
railway
track F by a road covered by ballast and earth. In addition, railway track F
is bordered
by a ballast shoulder, that is, an embankment which raises railway track F
relative to
storage area ZS.
With reference to figure 4, a transport system S is shown including a first
mobile unit 2, a
second mobile unit 2 and a structural beam 1 in the form of modules.
Advantageously,
transport system S has a reduced footprint during its travel, which allows it
to be
delivered to a wide variety of storage areas ZS.
In this example of implementation, with reference to figure 4, structural beam
1 is
arranged on a cart 91 stored in a road vehicle 92. Cart 91 is linked to a
second mobile
unit 2' in order to be able to be moved in a practical manner. Thus, when
delivering
transport system S by road vehicle 92, first mobile unit 2 and second mobile
unit 2'
descend from the vehicle 92 through their road movement means 3, 3', second
mobile
unit 2' pulling with it cart 91 on which is stored structural beam 1.
Structural beam 1 is then assembled, preferably with the help of mobile units
2, 2', so
that structural beam 1 extends horizontally at a distance from the ground.
Preferably,
legs (not shown) are used to support structural beam 1 while it is assembled.
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Then, mobile units 2, 2' move to connect to ends 11, 12 of structural beam 1.
After
being connected, structural beam 1 is carried by mobile units 2, 2'.
Preferably, the
movement of each mobile unit 2, 2' in the vicinity of its connecting end 11,
12 is done
under the control of an operator equipped with a remote control which sends
commands to the steering module of each mobile unit 2, 2'. Similarly, the
movement of
each connecting body 5 to connect it to a connecting end 11, 12 of structural
beam 1
is done by an operator equipped with a remote control which acts on
positioning
module 6 via the steering module.
Once structural beam 1 is supported by mobile units 2, 2', the support legs of
structural
beam 1 may be retracted. Transport system S thus forms an assembly which can
be
moved in a coordinated manner by an operator using a remote control.
In this example, the movements of mobile units 2, 2' are coordinated, the
first mobile
unit 2 fulfilling a role of "master" while the second mobile unit 2' fulfils a
role of "slave''
which is slaved to the movements of the "master". Thus, the operator only
needs to
control first mobile unit 2 for second mobile unit 2' to move and follow first
mobile unit 2
while holding structural beam 1.
In detail, each synchronized steering module allows coordination, on the one
hand, of
road movement means 3 or railway movement means 4 and also positioning means 6
of connecting body 5 so that structural beam 1 remains aligned horizontally.
Such
synchronization lets the mechanical forces received by mobile units 2, 2'
during
movement of structural beam 1, in particular, to be limited when the latter is
connected to a railway rail.
With reference to figure 5, transport system S is moved such that structural
beam 1
extends above new railway rail RN which must be transported. Linking means 13
of
structural beam 1 are then linked to new railway rail RN such that it is
supported by
structural beam 1 along its entire length.
With reference to figure 6, transport system S is moved from storage area ZS
to railway
track F. In this example of implementation, transport system S must cross a
ballast
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shoulder to reach railway track F. In other words, each mobile unit 2, 2' is
inclined while
climbing the ballast shoulder. For this purpose, the position of connecting
body 5, 5' of
each mobile unit 2, 2' is adjusted by the positioning module and steering
module so
that structural beam 1 remains stable and horizontal despite the inclination
of frames
20, 20' of mobile units 2, 20.
The movement of first mobile unit 2 on the ballast shoulder at the edge of
railway track
F is shown in figures 7 and 8. When the first mobile unit 2 reaches on of the
rails of
railway track F, it detects the position of the other of said rails of railway
track F using
pressure sensor 9. Through knowledge of the position of both rails of railway
track F, first
mobile unit 2 can orient itself precisely on railway track F in order to
prepare activation
of its railway movement means 4. In practise, the movement of first mobile
unit 2 on
railway track F is done so that axles 40 of first mobile unit 2 extend
orthogonally to the
rails of railway track F as illustrated in figure 9.
Preferably, mobile units 2, 2' reach the rails of railway track F successively
to improve
the stability of the beam. Nonetheless, it goes without saying that mobile
units 2, 2'
could reach the rails of railway track F simultaneously.
In practise, connecting bodies 5, 5' are moved in a coordinated manner to keep
structural beam 1 substantially horizontal as mobile units 2, 2' successively
reach the
said railway track F. After reaching them, road movement means 3, that is,
tracks 30,
are in contact with the rails of railway track F.
Then, still with reference to figure 9, activation arms 70 of first mobile
unit 2 are moved to
put wheels 41 of axles 40 in the lower position, that is, in contact with the
rails of railway
track F as illustrated in figure 10. Tracks 30 of mobile unit 2 are then no
longer in contact
with the rails but raised relative to them. In other words, road movement
means 3 are
inactive when railway movement means 4 are active.
With reference to figures 3 and 11, mobile units 2, 2' are moved in a
synchronized
manner on railway track F through their railway movement means 4, 4' in order
to
reach maintenance area ZM in which a worn railway rail RU must be replaced as
illustrated in figure 12.
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Advantageously, storage area ZS can be distant from maintenance area ZM by
several
kilometres. Thus, from a single storage area ZS distant from railway track F,
a large
number of worn railway rails RU can be replaced in a practical and easy
manner.
When transport system S arrives in maintenance area ZM, mobile units 2, 2' are
placed
so that structural beam 1 extends above worn railway rail RU as illustrated in
figure 12.
Then, each mobile unit 2, 2' activates its stabilization cylinders 80 so that
neither the
road movement means 3 nor the railway movement means 4 are in contact with the
rails of railway track F. In this example, the four stabilization cylinders 80
of each mobile
unit 2 are activated to raise railway wheels 41 above railway track F as
illustrated in
figure 13. Thus, the position of each mobile unit 2, 2' is defined precisely
and stably.
Replacement of worn railway rail RU with new railway rail RN can thus begin.
After separation of used railway rail RU from railway track F, structural beam
1 is linked
by the operators to worn railway rail RU so that it is supported by structural
beam 1 as
illustrated in figure 14. In this example, linking means 13 of structural beam
1 are used
but it goes without saying that dedicated means can also be provided. Thus, as
illustrated in figure 14, transport system 1 simultaneously supports new
railway rail RN and
worn railway rail RU.
Then, connecting bodies 5, 5' of mobile units 2, 2' are moved so as to
transport worn
railway rail RU and place it to wait close to railway track F.
As illustrated in figure 15, connecting bodies 5, 5' of mobile units 2, 2' are
again moved
so as to place new railway rail RN in place of worn railway rail RU in railway
track F.
Structural beam 1 allows precise positioning without difficulty for the
operators. New
railway rail RN is then joined to railway track F.
Subsequently, connecting bodies 5, 5' of mobile units 2, 2' are again moved to
transport structural beam 1 above waiting worn railway rail RU so as to be
able to
suspend it from said structural beam 1. Once worn railway rail RU is linked to
transport
system S, stabilization cylinders 80 are deactivated so as to again bring
railway wheels
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41 in contact with the rails of railway track F. Thus, worn railway rail RU
can be brought
by transport system S to storage area ZS to be recycled.
Advantageously, as illustrated in figure 16, mobile units 2, 2' move on
recently installed
new railway rail RN to reach storage area ZS.
With the invention, transport system S can be delivered in a practical and
quick manner
to storage areas ZS selected by the operator. The time for transport of a
railway rail is
thus reduced compared to the prior art in which a work train had to supply
rails in
railway storage areas sometimes very remote from the railway track to be
refurbished.
A single storage area can be used for refurbishing many kilometres of railway
track
given that the transport system can move on any railway track, without
technical
limitations and with great flexibility.
Incidentally, a secure storage area can be chosen in order to limit the risk
of theft and
degradation. In addition, since new railway rails RN are transported one by
one, no
new rails are stored near the tracks, which limits the risk of theft.
With transport system S. new railway rail RN is deposited in an accurate and
secure
manner without risk of damage to said new railway rail RN. In addition,
transport system
S according to the invention is a small source of nuisance (little noise, no
smoke, etc.)
compared to a work train equipped with a hoisting crane.
In addition, only the railway track to be refurbished is used; the
neighbouring railway
tracks advantageously being unaffected. In addition, there is little demand on
the
operators, which reduces their difficulty and improves the rate of
refurbishing a railway
track.
It goes without saying that a similar process can be used for refurbishing of
other types
of equipment, for example, guardrails for roads and expressways.
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