Patent Application
20240084519
The present invention relates to the field of systems for automatic aligning of railway rails, particularly for the purpose of their subsequent welding.
A railway comprises a plurality of rails arranged one after the other in a longitudinal direction. One rail must be aligned with an adjacent rail, particularly for the purpose of then carrying out its welding to the adjacent rail.
Current alignment machines allow carrying out the automatic aligning of two adjacent rails of a railway. These alignment machines also allow the subsequent welding of the rail to the adjacent rail, for example by means of flash welding.
Current alignment machines comprise a rigid frame designed to be positioned around the rails to be aligned, the frame comprising two opposite ends. Documents CN 102493295 A and U.S. Pat. No. 4,645,897 describe for example rail aligning and welding machines comprising frames of this type.
Attached to each end of the rail are gripping and actuation elements, each being designed to be attached to and to actuate one of the rails to be aligned.
The frame thus allows supplying a common positioning reference of the two rails relative to one another. The frame must have sufficient stiffness and be dimensioned to tolerate the consequent forces, so as to provide this common geometric reference between the two rails with sufficient accuracy.
In addition, it is necessary to retain a clear area at the space between the two rails to be aligned, for the purpose of then carrying out the welding of these two rails. Each of the two opposite ends of the frame being arranged at the corresponding rail, the two ends are separated by a minimum distance. The length of the frame is thus on the order of 3 meters or more.
In addition, these alignment machines necessitate the presence of a lifting arm designed to lift both the frame and the rails during their alignment and/or their welding. The lifting arm must be dimensioned to support the weight of the rails and of the frame during alignment, which increases the weight and the bulkiness of the alignment machine.
This great length of the frame, associated with the need for stiffness, imposes having a frame that is massive and heavy.
The presence of the frame and of the lifting arm thus increases substantially the weight and the bulkiness of the alignment machine. Current alignment machines are consequently heavy and bulky. Current alignment machines weigh several hundred kilograms and occupy a surface area on the ground of at least approximately 3 m2.
Due to their great weight and bulkiness, current alignment machines must, to be moved on the railway, be transported on board a maintenance train, a backhoe, or a large-sized truck.
These transport constraints reduce the flexibility and increase the cost of rail aligning, and consequently the cost of carrying out the welding of rails.
One object of the invention is to propose an assembly for automatic aligning of rails that is lighter and more compact than alignment assemblies known from the prior art.
According to a first aspect, the invention relates to an assembly for automatic aligning of rails, comprising:
Certain preferred but non-limiting features of the assembly for automatic aligning of rails described above are the following, taken individually or in combination:
According to a second aspect, the invention relates to a method for automatic aligning of rails by means of an assembly for automatic aligning of rails according to the first aspect, comprising the following steps:
Other features, objects and advantages of the present invention will appear upon reading the detailed description that follows, given by way of a non-limiting example, which will be illustrated by the following figures:
An assembly for the automatic aligning of rails is illustrated by way of a non-limiting example in
The assembly for automatic aligning of rails comprises:
The first alignment system 10 comprises a first actuation system 51, 52 designed to automatically adjust a position of the first rail 100 depending on a position measured by the acquisition system 30. Alternatively or in addition, the second alignment system 20 comprises a second actuation system 51, 52 designed to automatically adjust a position of the second rail 200 depending on a position measured by the acquisition system 30.
The alignment systems 10, 20 can be placed on, for example removably attached to, laid on or wedged on track elements 70. Consequently, it is the track elements 70 which allow the placement of the alignment system 10, 20 relative to one another, thus supplying a common positioning reference of the two rails 100, 200 relative to one another. The positions of the alignment systems 10, 20 relative to one another are therefore fixed, without the alignment assembly necessitating a rigid frame to which the two alignment systems 10, 20 would be attached.
In addition, the alignment of the rails 100, 200 is accomplished automatically by the actuation systems 51, 52, depending on a position measured by the acquisition system 30. The actuation system 51, 52 thus automatically actuates the corresponding rail 100, 200 for the purpose of carrying out its alignment. Thus, it is not necessary to lift and move the rails 100, 200 throughout the alignment operation by means of a lifting arm, but simply to move the rail 100, 200 by means of the actuation system(s) 51, 52 depending on the measured position. As a result, the alignment assembly can dispense with the presence of a lifting arm.
The placement of the alignment systems 10, 20 on the track elements and the automatic aligning of the rails 100, 200 by means of the actuation systems 51, 52 allows Lightening and making more compact the alignment assembly compared with existing alignment assemblies.
The alignment assembly can therefore be transported on board a vehicle of smaller size than existing alignment assemblies. For example, it can be transported on board a small truck, or even be loaded on a lorry to be transported along the rails. The alignment assembly can also be unloaded and positioned around the rails 100, 200 to be aligned by an operator, due to its reduced weight. Thus, the transport constraints are reduced, which consequently increases the flexibility and reduces the cost of the operation of aligning rails.
A rail 100, 200 extends in a substantially longitudinal direction X, which corresponds to a main direction of the rail.
A rail 100, 200 comprises a foot, a head, and a web designed to connecting the foot to the head. The head is opposite to the foot in a height direction Z of the rail which is substantially perpendicular to the longitudinal direction X. The head is located in a higher position than the foot of the rail 100, 200. A position in the direction of the height Z of the rail is called “pointu” in French.
The rail 100, 200 can be substantially symmetrical with respect to a plane of symmetry of the rail extending substantially in the longitudinal direction X and in the height direction Z and passing through a center of the rail 100, 200.
A transverse direction Y of the rail corresponds to a direction substantially perpendicular to the longitudinal direction X and to the height direction Z of the rail, i.e. to the plane of symmetry of the rail. The foot is designed to be laid on and attached to track elements 70, so that the sleepers 70 extend substantially in the transverse direction Y of the rail. A position in the transverse direction Y of the rail is called “tracé” in French.
An inclination of the rail 100, 200 around the longitudinal direction X of the rail is called inclination.
Two rails 100, 200 are aligned when their position in the height position, their position in the transverse position and their inclination are substantially identical. In other words, two rails 100, 200 are aligned when the have substantially the same inclination around the longitudinal direction X, the same position in the transverse direction Y, and when their dimension in the height direction Z corresponds to the same intended specific height position.
Two aligned rails 100, 200 can be spaced in the longitudinal direction X by a certain distance. The space present between the two rails 100, 200 allows carrying out the subsequent welding of the two rails 100, 200 together.
The system for acquiring a position 30 is designed to measure a relative position of the first rail 100 and of the second rail 200 with respect to one another.
The acquisition system 30 can comprise at least one ruler 31 designed to be positioned on each of the two rails 100, 200 to be aligned, as illustrated by way of a non-limiting example in
Each ruler 31 comprises at least one pair of sensors 35 designed to measure a position of a rail 100, 200. A first sensor of the pair of sensors 35 is positioned at the first rail 100 and measures a position of the first rail 100, and a second sensor of the pair of sensors 35 is positioned at the second rail 200 and measures a position of the second rail 200. Each ruler 31 can be designed for measuring the height position and/or the transverse position and/or the inclination of each of the two rails 100, 200 to be aligned.
The height position can in particular be measured at a specific longitudinal distance from a position of the welding of the rails 100, 200, and correspond to a distance in the height direction Z between the top of the head of the rail 100, 200 and the ruler 31 for measuring the height position of the rail 100, 200. The height position can be on the order of a few millimeters.
For example, the system for acquiring a position 30 can comprise three rulers 31.
The alignment of the rails 100, 200 according to the position measured by a ruler 31 can be accomplished when the positions measured by the first and the second sensor of the same pair of sensors 35 of said ruler 31 are identical. More particularly, the alignment of the rails 100, 200 respectively in transverse position and in inclination can be accomplished when respectively the transverse position and the inclination measured by all the pairs of sensors of the respective rulers 31 for measuring the transverse position and the inclination are identical.
The alignment of the rails 100, 200 in height can be accomplished when the positions measured by the pairs of sensors of the ruler 71, designed to measure the height position, correspond to an intended height position, which can be selected by the welder. The intended height position can be 1.5 mm.
Each ruler 31 placed on two rails 100, 200 to be aligned can comprise two pairs of sensors 35, the acquisition system 30 thus comprising twelve sensors 35, as illustrated by way of a non-limiting example in
As a alternative, each ruler 31 placed on two rails 100, 200 to be aligned can comprise a single pair of sensors 35, the acquisition system 30 comprising six sensors 35, as illustrated by way of a non-limiting example in
Alignment System
The first alignment system 10 is designed to extend at a first rail 100, so as to adjust the position of the first rail 100. More particularly, the first alignment system 10 can be designed to extend on either side of the first rail 100, i.e. on one side and on the other of the first rail 100 in the transverse direction Y. Likewise, the second alignment system 20 can be designed to extend on either side of the second rail 200 in the transverse direction Y.
Each alignment system 10, 20 can have a respective plane of symmetry corresponding substantially to the plane of symmetry of the rail 100, 200 at which the alignment system 10, 20 is arranged and the position of which is to be adjusted. Thus, the plane of symmetry of the first alignment system 10 can correspond to the plane of symmetry of the first rail 100, and the plane of symmetry of the second alignment system 20 can correspond to the plane of symmetry of the second rail 200.
Each actuation system 51, 52 can comprise at least one pair of actuation cylinders 51, 52 comprising two cylinders. Each cylinder of the pair of actuation cylinders 51, 52 is designed to extend on a respective side of the rail 100, 200 the position of which is to be adjusted, and to move said rail 100, 200 for the purpose of its alignment.
In other words, the two cylinders of each pair of actuation cylinders 51, 52 are arranged on either side of the rail 100, 200 in the transverse direction Y.
Thus, each cylinder of the pair of actuation cylinders 51, 52 is able to enter into contact with the rail 100, 200 on either side of it, so as to form a rail 100, 200 clamp.
Each actuation system 51, 52 can comprise a pair of cylinders for actuation in translation 51 designed to move the rail 100, 200, the position of which is to be adjusted, in translation along the transverse direction Y of the rail and/or along the height direction Z of the rail.
Each of the two cylinders of the pair of cylinders for actuation in translation 51 can be designed to be positioned in contact with a head of the rail 100, 200 on a respective side of said head.
More particularly, each of the two cylinders for actuation in translation can be mounted on a structure element 53, 54 of the alignment system 10, 20 and be designed to extend from the structure element 53, 54 of the alignment system 10, 20 to a head of the corresponding rail 100, 200, so that an actuation of the cylinders for actuation in translation causes the application of a force on the head of the corresponding rail 100, 200.
More particularly, each of the two cylinders for actuation in translation can comprise a first end mounted on the structure element 53, 54 of the actuation system 51, 52 and a second end opposite to the first end. The second end is designed to come into contact with the head of the rail 100, 200, in particular in contact with a lower surface of the head, the head of the rail 100, 200 then resting substantially on the two cylinders. Each cylinder can be designed to extend substantially diagonally both in a transverse direction Y and in a height direction Z of the rail.
A similar and joint actuation of the two cylinders can allow regulating a height position of the rail 100, 200, i.e. actuating the rail 100, 200 in translation in the height direction Z. An opposite and joint actuation of the two cylinders can allow regulating a transverse position of the rail 100, 200, i.e. to actuate the rail 100, 200 in translation in the transverse direction Y.
For example, a simultaneous and equivalent increase in the stroke of each of the two cylinders allows pushing the head of the rail 100, 200 upward, and thus lifting the rail 100, 200 relative to the track in the height direction Z of the rail, i.e. increasing the height position of the rail 100, 200. Conversely, a simultaneous and equivalent reduction of the stroke of each of the two cylinders causes a downward movement of the rail 100, 200 under the influence of gravity, reducing the height position of the rail 100, 200.
A greater deployment of one of the two cylinders relative to the other allows moving the rail 100, 200 in the transverse direction Y on the side opposite to the cylinder with the greater deployment. In other words, an increase in the stroke of a single cylinder, which can be joined with a corresponding reduction in the stroke of the other cylinder, allows pushing the head of the rail 100, 200 from one side or from the other in the transverse direction Y of the rail, thus modifying the transverse position of the rail 100, 200.
Each actuation system 51, 52 can comprise a pair of cylinders for actuation in rotation 52 designed to vary an inclination of said rail 100, 200 around the longitudinal direction X of the rail.
Each of the two cylinders of the pair of cylinders for actuation in rotation 52 can be designed to be positioned in contact with a foot of the rail 100, 200 or of the web of the rail 100, 200, on a respective side of said foot or of said web.
More particularly, each of the two cylinders for actuation in rotation can be mounted on a structure element 53, 54 of the alignment system 10, 20 and be designed to extend from the structure element 53, 54 of the alignment system 10, 20 to a foot of the corresponding rail 100, 200 or to the web of the corresponding rail 100, 200, so that an actuation of the cylinders for actuation in rotation causes the application of a force on the foot or to the web of the corresponding rail 100, 200.
More particularly, each of the two cylinders for actuation in rotation can comprise a first end mounted on the structure element 53, 54 of the actuation system 51, 52 and a second end opposite to the first end.
The second end is designed to come into contact with the foot or the web of the rail 100, 200, in particular can be designed to come into contact with an upper surface of the foot when an alignment of the rail 100, 200 in inclination must be accomplished. Each cylinder can be designed to extend substantially diagonally both in a transverse direction Y and in a height direction Z of the rail.
An actuation of only one of the two cylinders can allow regulating an inclination of the rail 100, 200 relative to the longitudinal direction X.
An actuation system 51, 52 of this type, comprising a pair of cylinders for actuation in translation 51 and a pair of cylinders for actuation in rotation 52, allows simply regulating the alignment of the rail 100, 200 in height or transverse position and in inclination. The number of parts is reduced, and the alignment kinematics is simple.
By way of a non-limiting example,
In a first embodiment, illustrated by way of a non-limiting example in
The rigid frame 53 can have substantially the shape of a half-circle, and be designed to be centered on the rail 100, 200 around which the alignment system 10, 20 is aligned. The cylinders of the pair of cylinders for actuation in translation 51 and/or of the pair of cylinders for actuation in rotation 52 can be mounted on a lower portion of each end of the half-circle of the rigid frame 53.
In a second embodiment, illustrated by way of a non-limiting example in
Another embodiment of an assembly for automatic aligning of rails is illustrated by way of a non-limiting example in
The assembly for automatic aligning of rails comprises an actuation system 51, 52 comprising a pair of actuation cylinders 55 and an additional actuation cylinder 57.
The pair of actuating cylinders 55 comprises two actuating cylinders 55 arranged on either side of the rail 100, 200 in the transverse direction Y. The pair of actuating cylinders 55 is designed to modify a position of the rail 100, 200 both in translation in a height direction Z to align the rail 100, 200 in height position, and in rotation around the longitudinal axis to align the rail 100, 200 in inclination. Translation in the height direction Z is guided by slides 56 arranged on either side of the rail 100, 200 and extending substantially in the height direction Z of the rail.
An identical modification of the height of the two cylinders 55 causes a modification of the height of the rail 100, 200. A different modification of the height of the two cylinders 55 causes a modification of the inclination of the rail 100, 200.
The additional actuation cylinder 57 is designed to be arranged substantially above the rail 100, 200. The additional actuation cylinder 57 is designed to modify a position of the rail 100, 200 in translation in the transverse direction Y of the rail to align the rail 100, 200 in transverse position. Translation in the transverse direction Y is guided by a slide 58 designed to extend substantially above the rail 100, 200 in the transverse direction Y of the rail.
The assembly for automatic aligning of rails also comprises two clamping cylinders 59 arranged on either side of the rail 100, 200 and designed to clamp the rail 100, 200 via a jaw 80 arranged on either side of and in contact with the rail 100, 200. The actuation of the actuation cylinders 55, 57 causes the application of a force on the rail 100, 200 by means of the pair of clamping cylinders 59.
Placement of the Alignment Systems 10, 20 on the Track Elements 70
In a first exemplary embodiment, the first alignment system 10 is designed to be laid on, or wedged on the first track element 70, and the second alignment system 20 is designed to be placed on or wedged on the second track element 70.
The weight of the rails 100, 200, allows holding the alignment systems 10, 20 in place relative to the track elements 70, in particular allows blocking the alignment systems 10, 20 in the transverse direction Y.
This first exemplary embodiment can in particular be used in the case of a straight line track, i.e. when few radial forces are likely to be exerted on the alignment systems 10, 20.
In particular, when the track elements 70 are sleepers, the alignment systems 10, 20, can be designed to be laid on, or wedged on the respective sleepers 70, on either side of the respective rails 100, 200.
In a second exemplary embodiment, the first alignment system 10 is designed to be removably attached to the first track element 70, and the second alignment system 20 is designed to be removably attached to the second track element 70.
More particularly, each alignment system 10, 20 can comprise at least one hook 60 designed to be removably attached to at least one corresponding hook of the track element 70.
This second exemplary embodiment can in particular be used in the case of a curved track, i.e. when considerable radial forces are likely to be exerted on the alignment systems 10, 20.
The hook 60 can be designed to be arranged in a lower portion of a structure element 53, 54 of the alignment system 10, 20.
Each alignment system 10, 20 can comprise two hooks 60 designed to extend on either side of the rail 100, 200 at which the alignment system 10, 20 is located, in a substantially symmetrical manner relative to the plane of symmetry of the rail, facing two corresponding hooks of the track element 70. Thus the alignment system 10, 20 is attached to the track element 70 by means of two hooks 60.
The at least one hook 60 of the alignment system 10, 20 can comprise a plate 71 designed to be attached to a corresponding hook of the track element 70. Said plate 71 can comprise several different means of attachment designed to provide attachment of the plate 71 to several different types of hooks of the track element 70. Thus, the alignment system 10, 20 can be attached to track elements 70 having hooks of different types. The alignment assembly thus has considerable modularity, and can be adapted to different types of tracks.
In particular, the track element 70 can be a track sleeper. The track sleeper 70 can have different types of hooks, for example a hook of the lag bolt type, of the threaded rod type, or of the clip type.
The adjustment plate 71 can comprise:
The adjustment plate 71 of the alignment system 10, 20 thus allows attachment to a track sleeper 70 comprising a hook of the lag bolt, threaded rod or clip type. The alignment system 10, 20 can thus be attached to a majority of existing track sleepers 70.
Depending on the type of hook of the track sleeper 70, the first attachment means and/or the second attachment means of the plate 71 are arranged in contact with the corresponding hook of the track sleeper 70. The plate 71 can be able to be turned to place the desired attachment means in contact with the track sleeper 70.
A distance in the transverse direction Y from the track sleeper 70 hook to the rail 100, 200, i.e. a distance between centers of the track sleeper 70 hook, is likely to vary depending on the type of track sleeper 70. The adjustment plate 71 can comprise a means of adjusting the distance between centers 75 allowing adaptation to different transverse distances from the track sleeper 70 to the rail 100, 200.
The means of adjusting the distance between centers 75 can be arranged in proximity to the third means of attachment of the plate 71. The means of adjusting the distance between centers 75 can consist of at least one, for example two, screws for adjusting the distance between centers.
Control System
The alignment assembly can include a control system designed to control actuation of the actuation systems 51, 52 of the alignment system depending on a position measured by the acquisition system 30.
The control system can comprise a control unit designed to supply a command for actuating the actuation systems 51, 52 of the alignment assembly depending on a position measured by the acquisition system 30. The control unit comprises a processor designed to calculate, based on the position measured by the acquisition system 30, a command for actuating the actuation systems 51, 52, more particularly of each cylinder of the alignment assembly, for the purpose of aligning the rails 100, 200.
The control system can comprise a hydraulic unit, an electric motor or a battery designed to move one or more cylinders.
The control system can be designed to be unloaded on the track with the rest of the alignment assembly, or be designed to remain in a transport system of the alignment assembly on the track.
Method for Automatic Aligning of Rails
A method for automatic aligning of rails by means of an assembly for automatic aligning of rails of the type described above comprises the following steps:
The method described allows automatically aligning the rails 100, 200 by means of a device having reduced weight and bulk.
The step of acquiring a position can be preceded by a step of placing the system for acquiring a position 30, in particular of each of the rulers 31 of the acquisition system 30, on the two rails 100, 200.
The alignment of the rails 100, 200 can be followed by a step of welding the rails 100, 200, for example by thermite welding.
Other embodiments can be contemplated, and a person skilled in the art can easily modify the embodiments or exemplary embodiments disclosed above or contemplate others, while still remaining within the scope of the invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| FR2100487 | Jan 2021 | FR | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/FR2022/050098 | 1/18/2022 | WO |
